Intelligent POD Management and Transport

ABSTRACT

A passenger transport system has a pod adapted to carry passengers or articles and a first attachment interface, a plurality of transport vehicles, each adapted to couple to the passenger pod, a first entry station adapted to load a passenger or articles into the pod, a plurality of exchange points, and a final destination station adapted to unload the passenger or articles from the pod carried by the transport vehicle. The pod with a passenger or articles is loaded at the first entry station travels on transport vehicles between individual ones of the exchange stations, until arriving at the final destination station where the passenger or the articles are unloaded, the passenger or articles remaining in the pod through all exchanges between transport vehicles.

CROSS-REFERENCE TO RELATED DOCUMENTS

The present application is a Divisional application of co-pending U.S.patent application Ser. No. 16/599,514, filed Oct. 11, 2019, which is adivisional application of U.S. patent application Ser. No. 16/028,084,filed Jul. 5, 2018 and issued on Oct. 15, 2019 as U.S. patent Ser. No.10/443,262, which is a Continuation-in-Part of, and claims priority toU.S. patent application Ser. No. 15/982,339, filed May 17, 2018 andissued on May 14, 2019 as U.S. patent Ser. No. 10/286,925, which is aContinuation-in-Part of Ser. No. 15/960,975, filed Apr. 24, 2018 andissued on Dec. 11, 2018 as U.S. patent Ser. No. 10/150,524, which is aContinuation-in-Part of Ser. No. 15/456,311, entitled “Drone TransportSystem”, filed on Mar. 10, 2017 and issued on Feb. 19, 2019 as U.S.patent Ser. No. 10/207,805, which claims priority to provisional patentapplication (PPA) 62/443,187, filed Jan. 6, 2017.

Further the instant application also claims priority to U.S. Ser. No.15/950,018, filed Apr. 10, 2018 and issued on Oct. 30, 2018 as U.S.patent Ser. No. 10/112,728, which is a Continuation-in-Part of U.S. Ser.No. 15/260,670, filed Sep. 9, 2016 and issued on Apr. 10, 2018 as U.S.Pat. No. 9,937,808.

The present application also claims priority to PPA 62/613,285 filedJan. 3, 2018, PPA 62/639,205, filed Mar. 6, 2018, and to PPA 62/651,496,filed Apr. 2, 2018. All disclosure of the parent applications isincorporated herein at least by reference.

BACKGROUND OF THE INVENTION 1. Field of the Invention

The present invention is in the field of transport systems and pertainsparticularly to methods and apparatus for enabling self-drivingautonomous chassis for transporting pods and drones for carryingpassengers or parcels in pods.

2. Discussion of the State of the Art

It is the opinion of many that passenger drones in coming years willslowly replace cars and small trucks, and will be able to carry onepassenger, or multiple, or freight, such as parcels and other cargo.These drones will be autonomous, although under the control of networks,not humans. Most drones will be battery-driven because batterytechnology is becoming cost competitive and improving rapidly, enablingbatteries to store more energy while decreasing in size and weight.

Besides battery technology, other new technologies exist today to makepassenger drones quite feasible: Examples are Internet of Things (IoT)to enable communication between a wide range of electronic devices;collision avoidance, including using video recognition; highlyintelligent electronics that are also lightweight, cheap and small;advanced radio communications, such as the latest Wi-Fi specificationsand upcoming 5G variants; advanced fast response motors and control; andnew flying technologies and materials that are lightweight and strong.Also, the demand is now here for two major reasons. Firstly,three-dimensional, above-ground transport avoids rush hour traffic jams,where commuters all over the world get stuck every morning and eveningwasting valuable time on a 2-dimensional surface. Secondly, forenvironmental reasons, because batteries plus electric motors eliminatethe need for fossil fuels and are now cost competitive.

Currently there is a system known to the inventor, but not the public,and described in the priority documents as a drone transport systemcapable of engaging and transporting a pod that may hold one or morepassengers or may be filled with parcels to deliver to a destination ormay have a combination of passengers and freight.

The system alluded to above includes a carrier pod, hereafter pod,adapted for carrying a passenger or parcels with the passenger orparcels enclosed, the pod having an attachment interface for automatedattachment to a drone. The flight-enabled drone is controllable toapproach the pod from above, to align and engage the attachmentinterfaces to latch onto and to lift and carry the pod from one place toanother, and to land and disengage the attachment interfaces, leavingthe pod at a new place, and lifting off again.

The pod may include a seat and battery and can carry one person, or itmay have no passenger seat and is dedicated to parcel delivery. Thesystem as known to the inventor may include a variety of drones, such asone enabled to attach to and carry a plurality of passenger pods, orparcel pods, or a mixture of each. The flight-enabled drone, dependingon design, may carry a plurality of passenger or parcel pods arrangedlinearly and oriented in the direction of flight. The pods may beadapted to carry a plurality of passengers each having seating for eachpassenger such as for example, four persons in seats one behind theother, eight people in two rows of four each.

The carrier drones comprise a plurality of electric motors driving aplurality of propeller rotors, a control system and wirelessconnectivity to one or more control stations. The system includesbattery power lines from the pod and carrier drone batteries that maybecome connected through the attachment interface mechanism such thatthe drone may draw power from the connected pod to gain more flighttime. In use of the system pods may be stored at pod exchange stationsand may be picked up or dropped off at such stations localized forconvenience to passengers headed to a destination.

The pods may be stored and picked up or dropped off at locations knownas exchanges stations, but otherwise do not move unless being carried bya drone or in some other mode of transport. Therefore, what is clearlyneeded is an exchange station transferring pods from one mode oftransport to another, and for charging batteries in various apparatus ofthe system.

BRIEF SUMMARY OF THE INVENTION

In an embodiment of the invention a passenger transport system isprovided, comprising a pod adapted to carry one or more passengers orarticles and having a first attachment interface, a plurality ofdifferent sorts of transport vehicles, each adapted to couple to thepassenger pod by a second attachment interface of the transport vehiclecompatible with the first attachment interface of the pod, a first entrystation adapted to load a passenger or articles into the pod, the podcarried by a transport vehicle, a plurality of exchange points, eachhaving apparatus adapted to manipulate the physical interfaces,demounting the pod from one transport vehicle and mounting the pod toanother transport vehicle, and a final destination station adapted tounload the passenger or articles from the pod carried by the transportvehicle. The pod with a passenger or articles is loaded at the firstentry station travels on transport vehicles between individual ones ofthe exchange stations, until arriving at the final destination stationwhere the passenger or the articles are unloaded, the passenger orarticles remaining in the pod through all exchanges between transportvehicles.

In one embodiment the articles comprise one or more of parcels ormedical items or urgent mail or important light goods. Also, in oneembodiment the system further comprises a rechargeable battery in thepod of a sufficient storage capacity to power each of the differentsorts of transport vehicles individually, and further comprisingelectrical interfaces on the pod and the transport vehicles, whereby therechargeable battery in the pod is connected to drive the transportvehicles. In one embodiment the different sorts of transport vehiclescomprise one or more of drones, surface transport vehicles, and railtransport vehicles. In one embodiment the system further comprisescharging stations adapted to charge the batteries in pods. And in oneembodiment the system further comprises a control station adapted toprogram journeys for passengers, the journeys involving multipleexchanges of the pod at sequential exchange points.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

FIG. 1A is a side view of a single-person pod occupied by a personaccording to one embodiment of the present invention.

FIG. 1B is a side view of a pod occupied by a plurality of parcels to bedelivered according to one embodiment of the present invention.

FIG. 1C is a top view of a single-person pod occupied by a personaccording to one embodiment of the present invention.

FIG. 2A is a side view of a single-person pod soon to be attached to atransport drone according to one embodiment of the present invention.

FIG. 2B is a side view of a single-person pod attached to a transportdrone according to one embodiment of the present invention.

FIG. 2C is a rear view of a single-person pod attached to a transportdrone according to one embodiment of the present invention.

FIG. 2D is a front view of a single-person pod attached a to transportdrone according to one embodiment of the present invention.

FIG. 2E is a top view of a single-person pod attached to a transportdrone according to one embodiment of the present invention.

FIG. 3A is a top view of a transport drone with an attached pod with awiring layout according to one embodiment of the present invention.

FIG. 3B is a side view of a pod with a wiring layout according to oneembodiment of the present invention.

FIG. 3C is a back view of a pod with a wiring layout according to oneembodiment of the present invention.

FIG. 4 is an in-depth top view of a transport drone with an attached podwith a wiring layout according to one embodiment of the presentinvention.

FIG. 5A is a top view of a 4-pod transport drone capable of transportingfour single-person pods according to one embodiment of the presentinvention.

FIG. 5B is an in-depth top view of a segment of a 4-pod transport droneaccording to one embodiment of the present invention.

FIG. 6A is a top view of a transport drone capable of transporting aneight-person pod according to one embodiment of the present invention.

FIG. 6B is a front view of a transport drone capable of transporting aneight-person pod according to one embodiment of the present invention.

FIG. 7A is an illustration of an exchange stations with a plurality ofloading bays and one potential flight path when wind is negligible of atransport drone according to one embodiment of the present invention.

FIG. 7B is an illustration of an exchange stations with a plurality ofloading bays and one potential flight path with significant windaccording to one embodiment of the present invention.

FIG. 8 is an illustration of a segment of a wider system with aplurality of exchange stations interconnected by various flight pathsaccording to one embodiment of the present invention.

FIG. 9 is an illustration of a drone offload exchange station accordingto one embodiment of the present invention.

FIG. 10 is a flowchart of a method for arrival and unloading of a dronecarrying pods at a drone offload exchange station according to oneembodiment of the present invention.

FIG. 11 is a flowchart of a method for new passengers entering a droneoffload exchange station through a 1-pod drone bay or a passengerterminal according to one embodiment of the present invention.

FIG. 12A is an illustration of an arrival bay exchange station 1200according to one embodiment of the present invention.

FIG. 12B is an illustration of an arrival-bay exchange station inanother embodiment of the invention.

FIG. 13 is a flowchart of a method for arrival, unloading, andtransferring of a 4-pod drone carrying pods according to one embodimentof the present invention.

FIG. 14 is a flowchart of a method for passenger pods entering into anarrival bay exchange station system from sources other than the arrivalbay according to one embodiment of the present invention.

FIG. 15 illustrates preferable operating altitudes for drones relativeto exchange stations.

FIG. 16A is a perspective view of an intelligent pod chassis accordingto one embodiment of the present invention.

FIG. 16B is a perspective view of a passenger pod seated and latched tothe chassis of FIG. 16A.

FIG. 17 is a perspective view of a pod with an open door.

FIG. 18 is a perspective view of the pod passenger carrier of FIG. 17with exterior doors and panels removed depicting inner components.

FIG. 19A is a perspective view of a train of pod chassis.

FIG. 19B is a perspective view of a pod plus chassis group linkedtogether or aligned by command to travel in line.

FIG. 19C is a perspective view of a chassis in another embodiment of theinvention.

FIG. 19D is a perspective view of pods carried by the chassis of FIG.19C.

FIG. 20 is a perspective view of a charging bay where charging occursvia mechanized charging cable according to one embodiment of theinvention.

FIG. 21 is a perspective view of a charging bay where charging occursvia a fixed rail according to another embodiment of the invention.

FIG. 22 is a process flow chart depicting steps for charging a podbattery according to at least one embodiment.

FIG. 23 is an overhead view of an above ground rail transport system fortransporting pods according to an embodiment of the invention.

FIG. 24 is an elevation view of a single pod trolley and a multiple podtrolley traveling on a rail set between two support structures.

FIG. 25 is a front elevation view of a trolley carrying a pod throughthe open space of a support structure.

FIG. 26 is an overhead view of a pod trolley chassis according to anembodiment of the invention.

FIG. 27 is a front elevation view of the trolley of FIG. 26.

FIG. 28A is a detailed view of the trolley wheel of FIG. 27 alignedstraight according to an embodiment of the invention.

FIG. 28B is a detailed view of the trolley wheel of FIG. 27 turned tothe left.

FIG. 28C is a detailed view of the trolley wheel of FIG. 27 turned tothe right.

FIG. 29 is a side elevation view of the trolley of FIG. 26.

FIG. 30 is a perspective view of trolleys parked at a charging stationfor pod charging according to an embodiment of the invention.

FIG. 31 illustrates a pole support for rail sets and charging of eachform of transport.

FIG. 32 is an overhead cut-away view of an exchange station supportingat least three modes of transportation according to an embodiment of thepresent invention.

FIG. 33 is an elevation cut-away view of the exchange station of FIG. 32depicting height constraints for the at least three modes oftransportation within the building.

FIG. 34 is an overhead cut-away view of a security bay and passenger bayaccording to an embodiment of the present invention.

FIG. 35A is an elevation cut-away view the trolley connect-release bayof FIG. 32 depicting a trolley connect operation.

FIG. 35B is an elevation cut-away view of the trolley connect-releasebay of FIG. 32 depicting a trolley release operation.

FIG. 36A is an elevation cut-away view of the drone connect-release bayof FIG. 32 depicting a drone connect operation.

FIG. 36B is an elevation cut-away view of the drone connect-release bayof FIG. 32 depicting a drone release operation.

FIG. 37 is an overhead cut-away view of the drone charger bay of FIG.32.

FIG. 38 is an elevation cut-away view of the trolley-pod charging bay ofFIG. 32.

DETAILED DESCRIPTION OF THE INVENTION

In various embodiments described in enabling detail herein, the inventorprovides a unique drone enabled transport system that includesself-navigating chassis carrying pods, that may carry passengers orparcels. The present invention is described using the followingexamples, which may describe more than one relevant embodiment fallingwithin the scope of the invention.

Single Pod Drones What is generally proposed as unique in embodiment ofthe invention is a drone and pods which may separate from each other.All pods in this system may conform to a standardized drone-podattaching system, and the pods may be used to carry passengers, parcels,or both.

FIGS. 1A to 1C are illustrations of a pod 100 according to oneembodiment of the present invention. Pod 100 comprises a capsule aboutthe height of a passenger 107 while seated and around 1m×1m (3′×3′) inwidth and depth. These dimensions are exemplary and may varyconsiderably. Pod 100 may have four latches on its roof, labeled 101through 104, to latch the pod to a transport drone, as explained infurther detail below. In the embodiment illustrated, a single occupant107 is inside pod 100, but pod 100 may be adapted for otherarrangements, such as, but not limited to, a mother with baby, or twosmall children, or an adult with an animal, such as a dog, or an adultwith baggage that will fit in an overhead luggage compartment that maybe present. Pod 100 may have a maximum weight limit for the total load,above which the drone may not take off as a safety precaution. A podcontrol box 108 present in pod 100 may display the present weight of thecontents of pod 100, along with other relevant information. Pod controlbox 108 is further detailed below. Besides being used to transportpassengers, pod 100 may be used to transport parcels 111[1-n], as shownin FIG. 1B. Parcels 111[1-n] may be loaded in at an approved parcel bayby a qualified loader.

Each pod 100 may have a highly intelligent pod control box 108 that hasits own touch screen display in front of occupant 107. The control maybox may be foldable to be flat against the front side in the case oftransporting parcels 111[1-n], but relevant information may remainvisible from the outside in case of issues. Pod control box 108 links upto the roof of pod 100 by wired or wireless connection for connecting toa drone. In one embodiment of the present invention, control box 108 maybe an internet-connected interactive screen with a highspeed internetlink to a drone management system for both communications andentertainment of passengers. The control box 108 is powered from thepod's battery, via two cables, one on each side of the pod, for dualredundancy.

In one embodiment, as passenger 107 enters through a side door, the sidedoor closes and auto-locks after passenger 107 is seated. Under the seatis a battery with charger controller 109, both located where they arenot in the way. Battery and charger controller 109 may also besignificantly heavy enough, such that the center of mass is shiftedtowards the bottom of a drone-pod unit, therefore providing increasedstability. The battery is charged through the charger controller viaeither a first charging receptacle 110 or a second charging receptacle112, allowing pod 100 to be charged from either side, or potentiallyfrom both sides simultaneously. Charging receptacles 110 and 112 may useany charging standard used in the art. The battery is connected to anattached drone in this example with two redundant identical cables goingto the roof of pod 100, as is further detailed below.

FIGS. 2A through 2E show various views of drone 200 attaching to pod 100to form a pod-drone unit 201 according to one embodiment of the presentinvention. Drone 200 flies above pod 100 and is connected to the roof ofpod 100. Drone 200 may have four of its own compatible latches tocompliment pod latches 101 to 104, a first drone latch 224, a seconddrone latch 225, a third drone latch 226, and a fourth drone latch 227.The latches used in this embodiment are a male and female set, with themale latches attached to drone 200, as indicated with male protrusions228 and 230. Any latching system commonly used in the art may be used assubstitution. Latches 224 to 227 are attached to two diagonal crossstruts on drone 200, a first cross strut 234, and a second cross strut235. It should be understood that the idea of cross struts 234 and 235is to give drone 200 in this embodiment added stability in alldirections, but other designs may be used in its place. The four pairsof latches 101 to 104 and 224 to 227 are for redundancy in case one oreven two latches may break or decouple. Latches 101 to 104 and 224 to227 may be designed to withstand carrying a fully loaded pod with anytwo latch sets functioning.

Motors 212 to 219 are shown at corners of drone 200, attached to eightmotor-drivers in pairs 220 to 223, with two motor-rotor combos percorner, totaling eight totally independent rotors. Each of motors 212 to219 are attached to its own rotor (propeller) 204 to 211, totaling eightpropellers to provide lifting power to drone 200. Drone 200 also has itsown control box 202, shown mounted at the junction of the cross-struts234 and 235. Drone control box 202 works in unison with the pod controlbox 108 for dual redundancy.

Cross struts 234 and 235 are connected to two front-to-back struts, aright front-to-back strut 232, and a left front-to-back strut 233, withthe motors and rotors at each end. Drone 200 may have its own battery,which may comprise small batteries fixed to struts 232 to 235, wherethey may be positioned in a manner which enables easy access forreplacement or maintenance. The total energy available from the dronebatteries may be enough to allow an empty drone with no pod to fly forapproximately thirty minutes to one hour. This flying duration mayimprove as battery technology improves. While carrying a pod, pod-droneunit 201 utilizes the larger pod battery 109 and the drone battery doesnot discharge, allowing for continuing in emergency flight in the caseof loss of power of the pod battery. The pod battery is much larger inweight and kWh, and all of the stored energy of a loaded drone may beprovided by the pod battery 109. The drone batteries may only activateonce the voltage of pod battery 109 has dropped below a certainpredetermined safety threshold that indicates it may no longer providesufficient power. If the drone battery needs to be recharged, it mayreceive a charge from pod battery 109 whenever the pod battery voltageis larger.

FIG. 3A shows a wiring diagram for a pod-drone unit 201 according to oneembodiment of the present invention. Whereas FIGS. 3B and 3C showsvarious angles of wiring for a pod unit 100 according to one embodimentof the present invention. Irrelevant portions have been drawn in dottedlines to increase viewability of relevant parts. The pod has two cables,a first cable 304 and a second cable 305, connected to pod battery 109and traveling up the rear corners of pod 100 (to avoid collisions withthe pod behind with four pod drones), and, in this example, are shownconnecting through rear pod latches 101 and 104 and to drone latches 224and 225, once latched, and finally to the cables on the struts of thedrone. In this embodiment, the purpose of the two cables 304 and 305 isredundancy for increased safety and reliability. Designers may prefer tolink via separate connectors on the roof of pod 100. The two identicalcables 304 and 305 each comprise a power line and a ground return,totaling two of each—a first powerline 301 a in first cable 304, and asecond power line 301 b in second cable 305; and a first ground return302 a in first cable 304, and a second ground return 302 b in secondcable 305. Power lines 301 a and 301 b go to the front and back motorson both upper and lower sides. At each motor, they provide power to twomotor driver-circuits duplicated, with their own control signals andoutputs linked together at the motor terminal. This ensures full powerline redundancy from pod battery 109 all the way to each drone motorterminal.

Pod control box connection cables 306 and 307 may connect to the frontlatches of pod 100 to provide a means to connect the pod control box tothe drone control once latching has occurred. This is to create a wiredinterface between pod and drone for communication purposes and may beaugmented by a wireless connection for dual redundancy.

FIG. 4 illustrates a portion of a pod-drone unit 201 showing pod controlbox 108 and drone control box 202, and a wiring layout according to oneembodiment of the present invention. The drone control box 202 ispowered from the drone's battery, via two cables, one on each of thediagonal struts, for dual redundancy.

For redundancy, both pod and drone control boxes 108 and 202 includeidentical controls for navigation, communications, and transport.Differences may include pod control box 108 having a display for apassenger, and drone control box 202 may have eight identical pairs ofdigital motor control pulse pairs that connect, by wires 406 a to 406 dand 407 a to 407 d, to motor driver circuits 401 a and 401 b present ateach corner. Motor driver circuits 401 a and 401 b may comprise a lowermotor left driver circuit 402, a lower motor right driver circuit 403,an upper motor left driver circuit 404, and an upper motor right drivercircuit 405. Although only one set of driver motor circuits isindividually labeled, and two sets illustrated in FIG. 4, it should beunderstood that the same arrangement of driver circuits may be found inall four corners of drone 200 as denoted by 401 a and 401 b, withtheoretical 401 c and 401 d. As with the power lines, there is full dualredundancy between the two control boxes 108 and 202 and also the drivesignal pairs from drone control box 202 to each of the 8 motor controlterminals. These signals then drive the digital motor controller.

During normal operations drone control box 202 may be considered themaster controller provided both box control signals are identical. If adifference is detected both control boxes work together to determinewhich one is functioning correctly, and that control box assumes therole of master device. Similar systems are presently in use onairplanes.

Multi-Pod Drones

FIG. 5A shows a proposed 4-pod drone 500, also called a quad-pod drone,according to one embodiment of the present invention. The design issimilar to 1-pod drone 201 but with capabilities of latching to andtransporting up to four individual pods, being a first pod 100 a, asecond pod 100 b, a third pod 100 c, and a fourth pod 100 d, one behindthe other. Each set of latches may be individually controllable so anyof the pods may be released without effecting the latching of otherpods. So, it is not necessary that all four pod positions be utilized. Adrone control box 501 of 4-pod drone 500 is located above front pod 100a. Motor-rotor pairs, 506 to 509 of 4-pod drone 500 may be larger thanthose found on the 1-pod drone 200 to enable 4-pod drone 500 to carrythree extra pods and may also enable it to travel at greater speed. The1×4 configuration may result in less air resistance than a 2×2configuration or even a 4×1 wide configuration because the back threedrones 100 b to 100 d are sheltered behind first pod 100 a. A windscreen may additionally be fitted on drone 500 in front of first pod 100a to reduce air resistance to first pod 100 a. Pods 100 a to 100 d maybe designed to bounce air away from a pod directly behind them, creatinga vacuum effect between the pods. The 1×4 configuration may also makebalancing drone 500 in flight easier.

In other embodiments of the present invention, it may be possible foradditional dual motor-rotor units to be placed in between the front andrear dual motor-rotor units to offer drone 500 more redundancy, higherspeed potential, and better lifting capability.

FIG. 5B is an illustration of a segment of 4-pod drone 500 with a wiringlayout according to one embodiment of the present invention. All fourbatteries 109 a to 109 d from the four connected pods 100 a to 100 d maybe connected in parallel with power cables 502 a 502 b 503 a and 503 bfor redundancy inside the struts of drone 500 and are protected in eachbattery compartment from any other battery voltage dropping due tofailure.

Control circuitry for 4-pod drone 500 is similar to the circuitry of1-pod drone 200 shown in FIG. 4. This may significantly simplify thedesign of the 4-pod controller. The control algorithms for 4-pod dronecontrol box 501 may be different, but the navigation, communications,and transport control may be the same. Additionally, the 4-pod dronecontrol box 501 must communicate with up to 4 pod control boxes presentin each of connected pods 100 a to 100 d. With good planning and design,it may be possible for the 1-pod and 4-pod control boxes to beidentical, for example, with the presence of an input wire or multiplewires for detecting what kind of drone a pod is connected to. Maybe withsome communication control information exchanged as well.

Although single-person pods may have advantages, such as versatility,cross-operation with abovementioned 1-pod drones or 4-pod drones andallowing passengers to remain in the same pod throughout their journey,some passengers may prefer to travel with others in the same pod. Forexample, families, or just couples with luggage, or small groups, or tohave a meeting while traveling, or even just to be with other people. Assuch, there may be a need for multi-person pods. Multi-person pod 602,as seen in FIG. 6B, may be a detachable unit similar to asingle-passenger pod 100 found in the 1-pod or 4-pod drone embodiments,or the drone and pod may be a semi-permanently attached unit onlyremoved for replacement or maintenance. FIGS. 6A and 6B show an 8-personpod 602 and drone 601 attached to create a complete pod-drone unit 600according to one embodiment of the present invention. Seating may bearranged in a 2×4 formation with an aisle down the middle with fourseats on each side. Pod-drone unit 600 may require larger motors androtors, or may just employ a greater number of motors and rotorssituated in between the four motors present at the corners of drone 600.In this embodiment, multi-person pod 601 is detachable as shown in FIG.6B, but in uses where there is no advantage, multi-person pod 601 may bean integral part of drone 600 and is only detached to be replaced or formaintenance purposes. Multi-person pod 601 may have batteries underneatheach seat similar to pod 100, as this saves space and ensures stabilityin flight with the center of gravity lower in the overall structure. Thebatteries will still need to be charged, and the pod may use identicalreceptacles and chargers as those found on single passenger pod 100.This may allow multi-person pod drones to be charged along-side 1-podand 4-pod drones on predetermined drone pathways at the same chargingstations.

Exchange Stations

An exchange station enables 1-pod drones, from the suburbs or other lowusage areas, to link up with higher speed 4-pod drones going to a nextexchange station. Exchange stations may also provide an ability for podsto change from one 4-pod drone to another 4-pod drone to fly to anotherexchange station onwards and eventually switch back down to a 1-poddrone to fly to a final destination. Exchange stations also acceptpassenger entry and exit through a passenger terminal, as well as parcelmanagement, with full intermixing of parcel pods with passenger pods.

FIG. 7A is an illustration of an exchange station 700 using 4-pod drones500 with an example travel route 710 according to one embodiment of thepresent invention. Although only a single 4-pod drone 500 is shown, itshould be understood that there may be a plurality of drones, both 1-poddrones and other 4-pod drones, flying in or around the vicinity ofexchange station 700 throughout usual operation. This embodimentcomprises eight loading bays 702 to 709, but it may be possible to haveexchange stations of various numbers of loading bays, for example anexchange station in a low traffic area may have fewer loading bays andvice versa. Although exchange station 700 in this embodiment is circularin shape, as shown by illustrated boundary 701, in some cases it maytake other shapes in order to fit in a particular space or to maximizeefficiency. Each loading bay 702 to 709 may have any combination ofother features of an exchange station such as a passenger terminal withan associated transit bay linking it into the present exchange station,a 1-pod drone bay where both empty pods and 1-pod drones may be stored,a 4-pod drone bay for empty 4-pod drones, a charging bay which may be apart of the transit bay which may include a rest area for any passingdrone that needs charging, and an optional parcel bay where parcels maybe brought in or taken out at any time.

There may be a backup reserve loading bay present at each loading bay incase the primary one is still loading while another drone is instantlyarriving at the same loading bay. Another example may be the primaryloading bay has already been offloaded with three pods and another droneis arriving with two, three, or four connected pods going to the sameexchange station.

A loading bay may face its corresponding target exchange station toeliminate any need to turn towards the target exchange station ontake-off, unless there is a strong wind, such that a loaded 4-pod dronemay take off without interfering with other drones which may be alsotaking off.

As mentioned previously, being small flying machines, drones may beaffected by the weather more than other forms of transport. As dronetransport gains popularity, people may still be required to get from onepoint to another using drones and this will put pressure on systemoperators to maintain a continual flow of drones in less than idealconditions. The main constituent of weather that affects drones may bewind. It may be assumed that as machine intelligence becomes moreadvanced, that even the first passenger drones may be able to fly inconditions with poor visibility, such as, but not limited to, heavyrain, snow, and total darkness. However, they may still be affected bywind. Up to a certain wind speed, drones may simply fly at an anglerelative to the direction of travel to maintain the correct course. Asdrone technology progresses, this minimum safe wind speed may increase.Gusts of strong wind may make flying even more difficult, and in someextreme conditions, a system shutdown may be unavoidable. Landing andtaking off may be the most dangerous part of flying and may also be thepart that is most impacted by strong, gusty crosswinds. For this reason,it may be necessary to allow loading bays 702 to 709 to be rotatableinto the wind. FIG. 7B shows an embodiment of the present invention inwhich loading bays 702 to 709 are rotatable relative to wind 711indicated by a dashed arrow so that impact of the wind on drones takingoff or landing is lessened and more easily manageable.

Other embodiment examples of potential exchange station types andlayouts are presented and explained in greater detail below.

Drone Transport System FIG. 8 illustrates an example segment 800 of awider system of stations in which 1-pod drones and 4-pod drones may beinterconnected in a typical city according to one embodiment of thepresent invention. System segment 800 comprises a plurality of exchangestations 801 to 807, which are explained in further detail below,interconnected with drone pathways denoted by arrows. A smaller, dottedarrow 808 may be lower traffic volume, and more regulated drone flightpaths, intended mainly for 1-pod drones. A thicker, dashed arrow 809 maybe higher traffic volume, with a higher speed limit for drone flightpaths that may be utilized by any drone type.

Exchange stations may not necessarily be capable of accepting all typesof drones. In example segment 800, exchange stations are annotated withtheir capabilities. A “1-M” indicates that that particular exchangestation is capable of accepting 1-pod drones, and may transfer the podcarried by the 1-pod drone to a loading bay with other pods to be pickedup by a multi-pod drone. A “M-M” indicates that that particular exchangestation has facilities to accept multi-pod drones and can transfer podsto various different multi-pod drones. A “P” indicates that thatparticular exchange station has facilities for parcel pods. Lettersaround the inner edges of each exchange station indicate loading bays.

This embodiment of segment 800 employs multi-pod drones up to 4-poddrones 500. It may be that 1-pod drones 200 and 4-pod drones 500 will beintroduced first into the system, and as technology, reliability, andexperience improves, drones of increasing size and complexity may beintroduced and may utilize the same system and infrastructure.

Along the way, between exchange stations 801 to 807, a plurality ofcharging stations 810[1-n] may be strategically placed in order to allowdrones to travel longer distances between exchange stations 801 to 807or between residences or offices and other exchange stations.

It is not required for drones to stop at any particular exchange stationif a drone has enough charge to venture to a next exchange station on apre-determined path. For example, a 1-pod drone may decide to bypass anexchange station if its occupant wants to travel alone or owns a privatepod or even a private drone. Or instead, the occupant may want to stopand just take a break, while charging the drone's and pod's batteries ina charging bay. Similarly, a 4-pod drone may decide to bypass anexchange station if its occupants are all heading to a common nextexchange station. Because the drone system knows the drone does not needto visit the upcoming exchange station, occupants may receive a prompton the screen in their pods to check whether or not they wish to stop tojust take a break and charge the drone's and pod's batteries in acharging bay.

Exchange Station Types

There are two basic types of exchange station proposed here whereincoming drones may offload their occupants at each pre-determinedtarget loading bay, or incoming drones may offload their pods at apre-determined arrival bay dock, from which the pods may be directedautomatically to transfer along pre-determined transfer paths to theirtarget loading bays. These are just a few potential embodiments, and itshould be understood that various types may be mixed and used in asingle system.

Drone Offload Exchange Station

FIG. 9 shows a drone offload exchange station 900 according to oneembodiment of the present invention. Drone offload exchange stations maybe smaller, less complex exchange stations for drone and pod pickup anddrop-off. They may be located on the periphery of a city, such as in thesuburbs, or just a small town where there may only be few connectingexchange stations.

Drone offload exchange stations comprises a set of loading bays, eightare illustrated in FIG. 9, loading bay B 901, loading bay C 902, loadingbay D 903, loading bay E 904, loading bay F 905, loading bay G 906,loading bay H 907, and loading bay 908. Each loading bay 901 to 908 mayhave one or more separate loading docks for drones to drop off pods.Backup docks may be implemented in exchange stations that expect ahigher volume of drone traffic enable multiple drones to drop-off podssimultaneously. It should be understood that although eight loading baysare illustrated in this embodiment, it may be possible to have as few oras many loading bays as needed as space allows. Loading bays may bearranged in such a fashion that they may be located towards thedirection of respective exchange station designation. This may reducethe number of flight path crossing as drones take off and fly to theirdesignated exchange stations. Drones may land at a target loading bay,and after offloading all pods, may park in a designated drone parkingarea, a 4-pod drone bay 909, or a 1-pod drone bay 910. This embodimentonly utilizes one of each drone bay, but it may be possible to have asmany as needed to provide space for drones that may be on standby. In afuture embodiment in which drones of various shapes and sizes areintroduced, there may be more parking areas designated for each dronetype, or one area may be designated for mixed drone parking.

Passengers intending to commute by drone may be processed through apassenger terminal 912 where they may check-in, purchase tickets, orrequest any special arrangements such as having luggage they may need totransport as well. Some exchange stations may need a security check.From passenger terminal 912, a passenger enters a transit bay 913 toenter a pre-charged pod designated to them while processing through thepassenger terminal, and to wait to be transferred to a loading bay withother pods heading to a similar next exchange station.

An exchange station management control system 911 may wirelesslycommunicate with drones flying in its vicinity and control the flow ofdrones to and from each loading bay as well as to and from each parkingarea. It may be difficult and somewhat risky to allow more than oneincoming drone to be flying around offloading at the same time. Asequential method may be used to simplify logistics: only when a dronehas finished offloading can a new drone enter the exchange station.Drone offload station 900 may be suited for smaller stations that arenot expected to be very busy, such as in the suburbs where commuters maycall up drones for transport from home to work and back to home, or forsub-exchange stations in work areas or shopping malls where passengersmay enter or exit close to work or shopping areas. With careful layoutof the bays etc. it should be possible to upgrade fairly easily to anarrival bay type of exchange station if for example the station getsbusier over time.

As an example, an incoming first 4-pod drone from a neighboring exchangestation may descend to a certain height above the ground and hover overa first loading bay, drop down to ground, unlatch the relevant pod orpods, and fly to a next loading bay, offload more pod or pods, andrepeat for as many different loading bays as needed to put all podswhere they are designated to go, and may finally park itself in apredesignated parking spot or may dock for charging. A second 4-poddrone, arriving while the first drone is still offloading, may have towait until the first one finishes before it may start its offloadingprocedure. This is because the second drone may be arriving from adifferent direction and may conflict with the first drone whileoffloading at the same loading bay. This forces incoming drones to beonly offloaded sequentially, which slows the offloading down. Andoffloading itself may not be quick, because each time a drone offloadsit must ascend to a safe altitude, fly to the next loading bay, drop toground level, unlatch, and ascend again, etc.

A parcel bay 914 may be present as an area accessible to only qualifiedstaff and personnel. This area may be designated for the loading andunloading of pods carrying parcels to be transported by drones to otherexchange stations in order to reach a final destination.

FIG. 10 is a flowchart 1000 of a method for arrival and unloading of adrone carrying pods at a drone offload exchange station according to oneembodiment of the present invention. The process is similar for both1-pod and 4-pod drones. At step 1002, a drone carrying pods arrives at adrone offload exchange station. At step 1004, the drone flies towards afirst loading bay where it may drop off one or more pods. For efficiencypurposes, incoming drones may unload pods in loading bays in ascendingorder according to slot numbers of their respective loading bay dock asshown in FIG. 9. In some cases, drones may drop off pods at a transitbay instead of a loading bay if a passenger in a pod has this exchangestation as their final stop. In another case, if a passenger is flyingto their final stop after the present exchange station, the pod may bedropped off at a 1-pod drone bay to catch a drone to their final stop.

At step 1006, the drone descends on the first loading bay and unlatchesfrom pods that are designated for drop-off at the present loading bay.At step 1008, after unloading of pods is completed at the presentloading bay, the drone ascends to a safe flying altitude. At step 1010,if the drone is still carrying pods, the process may return to step 1004and repeat steps 1004 to 1010 for as many different loading bays asnecessary to drop off all pods. Once pod drop-off has been completed,step 1012 is reached, and a quick analysis is performed to decidewhether the drone needs to be charged. If the power supply is atsufficient levels, the drone may be directed to park in a respectivedrone bay. In the case in which no other drone is available, the dronemay be directed by exchange station manage control to a loading bay topick up pods to fly to a next exchange station.

Returning to step 1012, if a charge is needed, step 1016 is reached, andthe drone may be directed to a charging bay, and docks into an open spotto receive a charge. Step 1018 is reached when the drone has received asufficient charge, which leads back to step 1014.

In another embodiment of the invention, pods waiting in loading bays maybe charged there, and each loading bay pair will have a quad charger inthis variation, similar to that in the charging bay. Charging will takea few seconds at most to fully charge. This is a convenient and fast wayto fully charge a departing drone. Pod batteries if already partiallycharged, recharge until full then charging stops, so it doesn't matterif all four discharged pods have different charges. This is also validfor arrival bay exchange stations. Also, for 1-pod drones departing,charging the pod batteries should be done in the 1-pod parking bay asshown in FIG. 12B. Pods may also be charged in the parcel bay. Controlof drones throughout the process may be handled by communicationsbetween the controller of the drone, as explained above, and an exchangestation management control system that may be present at all exchangestations.

FIG. 11 is a flowchart 1100 of a method for a new passenger entering adrone offload exchange station according to one embodiment of thepresent invention. The steps detailed herein are in the case of apassenger using a public pod, and may not cover the case in which apersonal pod is used. At step 1102 a passenger is processed through apassenger terminal. Passenger terminals may be similar to those found atairports or train stations. Tasks completed at a passenger terminal mayinclude, but may not be limited to, purchasing tickets, checking-in iftickets have been pre-purchased, or checking-in luggage. Once processed,step 1104 is reached, and the passenger goes to the transit bay, andenters a pre-charged pod designated to them during check-in or ticketpurchase. At step 1106, if there are no exchange stations between thepresent station and the passenger's final stop, step 1108 is reached,and the pod carrying the passenger waits at the transit bay to be pickedup by a 1-pod drone. At step 1110, the pod carrying the passenger ispicked up by a 1-pod drone and carried to the passenger's final stop,and the drone and pod return to the same 1-pod drone bay.

Returning to step 1106, if there is a next exchange station on thepassenger's itinerary step 1112 is reached, and the pod is transferredto a loading bay designated for the next exchange station. At step 1114,passenger waits for the loading bay to fill up with other pods, or apre-established wait interval has passed. Other pods that may fill up aloading bay may be other passengers, or pods carrying parcels. If thereare not enough parcel pods or passenger pods to fill up a loading bay, abrief wait time may be implemented to prevent unnecessary delays forpassengers caused by waiting for the loading bay to fill up. Asexplained above, a 4-pod drone may carry any number of pods up to themaximum amount of 4 in this embodiment. At step 1116, a drone comes topick up pods at the loading bay and flies to the next exchange station.

Arrival Bay Exchange Stations

For a higher volume of drone traffic, a more complicated exchangestation type may be required. FIG. 12A is an illustration of an arrivalbay exchange station 1200 according to one embodiment of the presentinvention. Exchange station 1200 may have features and structures thatmay be found in a drone offload exchange station 900, such as, a 1-poddrone bay 1217, an exchange station management control post 1203, atransit and, charging bay 1216, a passenger terminal 1215, a parcel bay1214, a 4-pod drone bay, and a plurality of loading bays 1206 to 1213.Also, similar to drone offload station 900, arrival bay exchange station1200 in this embodiment illustrates eight loading bays with a pair ofdocks, but it should be understood that more or fewer loading bays maybe used, space permitting, and the number of docks may also be adjusteddepending on usage need. The major difference, regarding features,between arrival bay exchange station 1200 and drone offload exchangestation 900 may be the presence of an arrival bay 1201, and a transferpath 1202 used for transferring pods around the exchange station.

Incoming drones descend onto an available dock in arrival bay 1201selected by an exchange station management control system 1203 andunlatch from carried pods. In this embodiment, four 4-pod drones mayoffload pods simultaneously in any of the four arrival bay docks ofexchange station 1200. The emptied drone then takes off and may bedirected to either pick up pods at a waiting, loaded, loading bay to flyto a next exchange station, or, if none are waiting, to a 4-pod dronebay 1204 where they may be on standby to be activated to pick up pods ata waiting loading bay. The offloaded pods are then individually andautomatically carried along transfer path 1202 to their target loadingbays. The path from arrival bay to loading bay may be as fast as theexchange station requires. For example, larger and busier exchangestations may need a faster transfer rate to cut down on wait time forincoming drones and pods.

Once an incoming drone has taken off from the arrival bay 1201, the podsmay be shifted forwards out of arrival bay 1201 onto the transfer path1202. The occupants may face their direction of travel down the transferpath which may minimize discomfort during pod transferring. Once thepods have left arrival bay 1201 they then are guided by open and closedgates or some other method to a target loading bay. The pods may use anon-board collision avoidance system to indicate to its own controllerthat ensures a safe distance is maintained from either the pod in front,or from a pod joining the path. It is likely the local exchange stationmanagement control 1203 may also be involved in ensuring safe conditionsare maintained. There are a variety of arrangements that may beincorporated to facilitate movement of pods along transfer paths. Insome cases, the pods may have wheels, which may or may not beretractable. In other embodiments, there may be rails similar to narrowgauge trains, and the pods may be enabled to ride on the rails and begated through intersections along the transfer paths. In someembodiments, pods may be self-powered, and in others, there may be meansexternal to the pods to move the pods along the transfer paths.

This embodiment utilizes an architecture designed so that no transferpath crosses another, which allows for the terrain to be flat, as wellas to minimize delays. It may be good planning to have arrival bay 1201on slightly higher ground so that gravity can be utilized to assist inguiding pods to a respective target loading bays further down a slope,similar to a bobsleigh ride.

Once a loading bay has one last pod incoming to fill it or apre-established wait time has passed, and in either case the pods arefully charged. an empty drone from 4-pod drone bay 1204 takes off andflies to above the present loading bay. The empty 4-pod drone descendsto the pods, latches onto them and ascends, flying on to the designatednext exchange station.

In addition, passengers may enter exchange station 1200 via passengerterminal 1215, where after being processed through passenger terminal1215, they are led to transit bay 1216. The passenger enters adesignated pod and may be transferred by transfer path 1202 to a targetloading bay, or may be taken by a fully charged pod from the transit bayto 1-pod drone bay 1217, where a 1-pod drone may transport the passengerto the next exchange station, or final destination. Fully charged parcelpods may also transfer by transfer path 1202 to a target loading bay. Atall times the pods and drones may be under the control of exchangestation management control 1203.

With four arrival-bay docks active, there may be sixteen pods travelingfrom their arrival bay docks to their target loading bays along transferpath 1202. This total does not include pods that may be entering fromparcel bay 1214 or 1-pod drone bay 1217, or the transit bay 1216. Itshould be understood that a busier exchange station may need morearrival-bay docks, so it is well within the scope of the presentinvention to scale exchange station 1200 and utilize as many arrival-baydocks, and loading bays as needed to cut down on backlog and maintainefficiency, and vice versa if a smaller exchange station is required.

FIG. 12B is an illustration of an arrival bay exchange station 1217 withexpanded functionality and flexibility over that described for theexchange station of FIG. 12A. The exchange station of FIG. 12B has atleast one 1-pod drone bay 1218, at least one 4-pod drone bay 1219, andat least one multi-person pod drone bay 1220, with pods as seen in FIG.6A and 6B. Note FIG. 12B shows a common point of entry for 4-pod dronesfrom the top, whichever direction they may came from. This is to avoidcollisions.

In addition, FIG. 12B shows multi-person pods arriving at and departingfrom the transit bay, where passengers can enter from or exit into thepassenger terminal or enter into or exit from the 1-pod drone bay orenter into the transfer path to a loading bay or exit from a transferpath to an arrival bay. The multi-person pods may be charged while inthe transit bay by chargers next to the charging bay.

In addition to differences and functions described above, FIG. 12B showsintegration of an approach road with portals for arrival and departureof passengers, and for arriving and departing parcels.

In addition, FIG. 12B shows battery chargers that will charge four podbatteries simultaneously in the charging bay, the transit bay, theparcel bay and between each pair of loading bays, to ensure a quick andconvenient way of ensuring only fully charged drone exit the exchangestation. But also, 4-Pod Drone batteries will sometimes have a need tobe charged, and this may be done in the 4-Pod Drone Bay by a smallercharger, and 1-Pod Drones in the 1-Pod Drone Bay by an even smallercharger, with both possibly using the same receptacle as the 1-Podchargers.

FIG. 13 is a flowchart 1300 of a method for arrival, unloading, andtransferring of a 4-pod drone carrying pods according to one embodimentof the present invention. At step 1302, a 4-pod drone carrying podsarrives at an arrival bay exchange station. The 4-pod drone may becarrying between 1-4 pods in this embodiment. At step 1304, the droneflies to an open arrival bay dock and drops off all the pods it iscarrying. At step 1306, the pods are transferred via transfer paths toeach pod's respective designations. For example, a pod flying to a finalstop may be transferred to a 1-pod drone bay to catch a drone to thefinal stop, while a pod with parcels may be transferred to a parcel bayfor processing, or a pod heading to another exchange station may betransferred to a designated loading bay. Or a passenger departing theexchange station will exit their pod in the transit bay and exit via thepassenger terminal, After the drone drops off all pods at the arrivalbay, step 1308 is reached, and an analysis of drone power level is doneto see whether the drone needs to be charged. If power levels are notsufficient, step 1310 is reached and the drone flies to a charging bayand docks into an open spot to charge. After charging, step 1312 isreached. If there are no drones ready to transport waiting pods, thedrone may be directed to a 4-pod drone bay to park itself in an openspot. Otherwise, the drone may be ordered by exchange station managementcontrol to pick up fully charged pods from a loading bay to transport toa next exchange station. Returning to step 1308, if a charge is notrequired, step 1310 is skipped, and step 1312 is reached directly.

In alternative embodiments, chargers may be provided in different baysin the station, and charging may be done, as described above, forexample, in loading bays.

FIG. 14 is a flowchart 1400 of a method for passenger pods entering intoan arrival bay exchange station system from sources other than thearrival bay according to one embodiment of the present invention. Atstep 1402, a 1-pod drone may carry a pod with a passenger from areassuch as shopping, home, or office to a 1-pod drone bay at the presentexchange station. At step 1408, if a passenger is leaving the presentexchange station, step 1408 is reached, and the pod may be transferredto a transit bay where the passenger may exit the pod and may exit theexchange station through the passenger terminal. Returning to step 1408,if the passenger is headed to a different exchange station, step 1412 isreached. At step 1412 if there is no intermediate exchange stationbetween the present exchange station and final stop, step 1414 isreached. At step 1414, the pod may wait at the 1-pod drone bay for adrone to transport it to the final stop. Returning to step 1412, ifthere are one or more intermediate exchange stations, step 1416 isreached. At step 1416 the pod is transferred to a loading bay heading tothe passenger's next exchange station.

On the passenger terminal side, which may be occurring simultaneously,at step 1404 a second passenger is processed through the passengerterminal. At step 1406, the second passenger may enter a fully chargedpod in the transit bay designated to them during processing in thepassenger terminal. After which, step 1412 is reached. At step 1412 ifthere is no intermediate exchange station between the present exchangestation and final stop, step 1414 is reached. At step 1414, the pod maybe transferred to the 1-pod drone bay to catch a drone to transport itto the final stop. Returning to step 1412, if there are one or moreintermediate exchange stations, step 1416 is reached. At step 1416 thepod is transferred to a loading bay heading to the second passenger'snext exchange station. For parcel pods, a pod from a parcel bay mayenter the transfer path and be transported to a designated loading bayat any time, or to the 1-pod drone bay to be transported to an office orresidence.

FIG. 15 illustrates preferable operating altitudes for drones relativeto exchange stations. Exchange station control checks arriving 4-Pod or1-Pod drones for routing information to verify Pods should be landing ata particular exchange station. If not, or if a Passenger wishes tochange route mid-flight, that Pod will instead transfer out of arrivalbay into the transit bay, where it is re-programmed and transferred viaa transfer path through transfer path to the new target loading bay.

Height H2 is minimum height to clear all ground obstacles. This isheight drones must attain ascending vertically, then drones may stopclimbing vertically and begin to travel towards destination. H1 isheight above ground when descending drones start to descend verticallyto ground. Heights H1 and H2 are initial safety heights to clear theExchange Station. Once clear, the drones may ascend to their travelingaltitude in their directed droneways, the height depending on theirdirection.

It will be apparent to one with skill in the art, that the embodimentsdescribed above are specific examples of a single broader inventionwhich may have greater scope than any of the singular descriptionstaught. There may be many alterations made in the descriptions withoutdeparting from the spirit and scope of the present invention.

Self-Navigating Pod-Chassis Assemblies

FIG. 16A is a perspective view of an intelligent pod chassis accordingto one embodiment of the present invention. FIG. 16B is a perspectiveview of a passenger pod seated and latched to the chassis of FIG. 16A.Referring now to FIG. 16A, a pod chassis 1600 is provided by theinventor to enable a passenger or a parcel (freight) pod to be seatedthereon and latched thereto, such that the chassis may drive the podunder remote control from and to one or more control stations, or byoverriding control by a human operator on the ground or by a passengersitting in the pod.

Chassis 1600 in this exemplary embodiment includes a frame incorporatinga rear axle 1601, a front axle 1602, and a pair of fixed side struts1603 a and 1603 b. Each of the axles supports a pair of drive wheels1604 a and 1604 b attached to rear axle 1601, and drive wheels 1605 aand 1605 b attached to front axle 1602. In one implementation, there arefour motors (not specifically illustrated) provided one each per wheel,wherein the chassis is an all-wheel drive, or each wheel may be poweredby a single motor. Motors may be co-located next to each drive wheel andmay be housed within each of the axles.

In the above implementation, smaller motors or other actuators may beprovided to enable control for turning of at least the front wheels. Thefront wheels may be linked in tandem such that two servo motors maycontrol turning, one motor for turning right and one motor for turningleft. The servo motors (not illustrated) may be co-located next to drivemotors within the front axle and may control movement of the turnlinkage connecting the wheels through the axle. There are a variety ofways that turning may be accomplished.

Chassis 1600 includes in this exemplary embodiment inwardly-facinglatches 1606 that accept and latch onto the bottom frame of a pod.Chassis 1600 may also include a small rechargeable battery and a smallcomputing processor unit (CPU) including a wireless modem for remotecontrol and power lines to power the motors. Power connectors areintegrated into latches 1606 that connect to terminals in the interfacehardware of the pod so that the chassis may be powered by a larger podbattery. Hosting electronics and a smaller battery in the chassis frameenables the chassis to be remotely driven with or without a pod, such asfor parking or positioning for pod installment. However, in oneimplementation the chassis may be a dumb chassis until a pod isattached. In this implementation, power cables and control signal linesmay be routed through the latch connections from the pod battery andcontrol module to the motors.

Chassis 1600 may include outwardly-presenting tongue latches 1607 toenable several chassis to be linked together linearly. In a furtherimplementation, chassis may also have outwardly-presenting tonguelatches (not illustrated) at the center of each side strut so that theymay be connected laterally such as four chassis two side-by-side infront and two side-by-side behind.

In a preferred implementation chassis 1600 includes a plurality ofsensors, such as a combination of or single technology grouping ofproximity sensors, cameras, lidar sensors, and infrared sensors. Thesesensors may be disposed along the front and rear axles and along theleft and right struts of chassis 1600. Wiring from deployed sensors maybe routed through the axles and struts to the CPU and through latches1606 to a control device on the pod (a separate CPU), such that remotecontrol of the chassis may be initiated through a module on the podarchitecture. Further, such bridging may be made through drone to podattachment interfaces as described above referencing the description ofFIGS. 3a, 3b, 3c , and 4.

In a preferred embodiment, the sensors work in conjunction with acontroller and command instruction including GPS location information toenable the chassis to self-pilot within a building such as an exchangestation or out on a street or pathway. Also, in this embodiment at leasttwo upper limit latches 1616 may be provided to accept drone latches. Itis noted herein that the pod described above includes as many as fourlatches for drone hookup, in addition to the latches for connecting to achassis. In this example there are two such latches one at each side ofthe pod.

Referring to FIG. 16B, a pod 1608 is provided somewhat analogous to pod100 described with reference to FIGS. 1A-C. Pod 1608 may be seated ontochassis 1600 and latched thereto enabling the chassis to drive the podboth inside and outside of designated buildings that may be exchangestations, charging stations, etc. Chassis 1600 enables passengers,referenced herein as a passenger 1615, to proceed from an exchangestation on to a workplace or other destination making the transportsystem complete and relieving drones of a requirement to fly the pods tofinal destinations or picking them up from original starting locations.

It is an important aspect of the present invention in manyimplementations that pods are standardized and are compatible forengagement and transport by either intelligent, wheeled chassis, asdescribed herein, or by pickup and transport by flying drone asdescribed in enabling detail above.

There are a variety of ways a pod may be moved to and mounted on achassis. For example, a pod may be picked up by a drone, and lowered toand engaged to a chassis. Pods may be suspended as well from some otherapparatus, and a chassis may drive under the pod, with the apparatuslowering the pod to the chassis. In another variation the chassis drivesunder the pod and slides it along over small rollers in the struts. Insome embodiments, windows of pods may be covered by a computer-generateddisplay, for games or movies using AR/VR technology.

As describe previously, in one embodiment pod 1608 includes at least onedoor 1609, a front panel 1610, a rear panel 1611, a roof and a floor andthree or more windows 1612. Windows may be fabricated of plexiglass,automotive window glass, or of other suitable transparent materials. Inone embodiment, windows 1612 may include coatings or materials thatprovide UV protection for passengers and tinting for passengerconvenience.

In one implementation each pod has at least one CPU controlled displayand an input interface for passenger use and for technical access to podchassis components. Each pod has a battery that may be the primarybattery powering drones or chassis when either is engaged in carryingone or more pods. The pod battery (not illustrated) may reside beneaththe passenger bench. A charging access port to the battery is providedat least on one side of the pod passenger seat and is designated by anaccess relief opening 1614 made through the panel of door 1609, thataligns with a charging port built into the passenger seat when the dooris closed.

FIG. 17 is a perspective view of pod 1608 and carrier chassis 1600 ofFIG. 16B showing the pod with an open door, to better illustrate otherelements of the pod, such as charging access port 1702 through benchseat 1701, which, in freight configurations may be a battery coverrather than a seat. In this view door 1609 is open to enable passengeringress and egress or loading or unloading of parcels. In oneimplementation where the car delivers parcels there is no passenger seator bench, but a cover for the battery. Parcels may be loaded into ashelf type encasement that may be unlocked using a code provided to aparcel recipient by the retailer or company shipping the parcel.

A code, for example, might be used by an intended parcel recipient toopen door 1609 and then to open a compartment of the parcel shelf toretrieve the correct parcel. In other implementations parcels may simplybe stacked for general shipment to a drop off point or shipping stationwhere they may be unloaded and sorted for local delivery by mail truck,UPS, or another carrier. In one implementation a passenger may overrideautomated navigation and drive the chassis through a computerizeddisplay interface 1703 that accepts passenger input. Steering, braking,and speed selection may be affected manually through operation of thedisplay interface via touch screen controls, for example.

In this implementation there are only two drone latches 1616 on top ofthe car. However, there may be other architectural patterns of latchesand the exact mechanics of latch hardware may vary depending upondesign. Latches may be magnetized and coupling to a drone may beinitiated by drone control instructions. When a drone latches onto pod1608, it may then switch over to draw power from the pod battery. Thechassis may be released for use by a next arriving pod. Chassis 1600 mayalso be driven without the pod attached.

It may be important to note here that drones are controlled by a portionof the navigation system to pick up pods, transport them, and to releasethem at programmed locations. Pods on chassis may be controlled by thesame navigation system or by a separate system than the drones withoutdeparting from the spirit and scope of the present invention.

FIG. 18 is a perspective view of passenger pod 1608 with exterior doorsand panels removed to better illustrate inner components. Pod 1608 inthis embodiment includes a primary rechargeable battery 1800 locatedbeneath passenger seat 1701. The battery size may vary, and the batterymay be located anywhere within the passenger seat box. Battery 1800 isaccessible for charging through a charge port 1702 and charge line 1802connected between the port and the battery. Battery 1800 may also powera drone through latch points 1616.

Power lines from the battery are illustrated by dotted lines extendingup through the pod architecture to the drone latches. An electricalcontact seat is formed between the pod and drone at the latcharchitecture, enabling the pod battery as a source of power for thedrone. Power lines from the battery may also extend below the pod floorinto the pod chassis through a plug connection or automatic couplinghardware. In one embodiment, while a pod is seated in a chassis and or adrone is attached for flight, the computer processing may be assigned toany one of three CPUs, these being the chassis CPU, the drone CPU or thePod CPU, to avoid computing redundancy. In one implementation, pod 1608may have a rechargeable auxiliary battery 1803. Battery 1803 may bemounted to or otherwise fixed to pod 1608 for charging, and a chargingport 1804 may be provided and dedicated to charging battery 1803 fromoutside of the vehicle. Battery 1803 may be used for auxiliary purposessuch as powering lights, a music device, or for emergency purposes suchas emergency flashers, and so on. In one case, a passenger may switch toauxiliary battery power, such as when waiting for a primary battery tobe fully charged, wherein electronics in the pod, such as a computingand display interface, are not able to draw power from the primarybattery.

Pod 1608 may include other features not specifically illustrated, suchas heating and air conditioning, emergency collision air bags,adjustable windows, vents, safety locks for doors, and other suchfeatures. Individual ones of these features may be initiated orotherwise manipulated by a human passenger and individual ones of thesefeatures may be fully automated upon trigger alert or otherwiseinitiated because of detection through sensors or communication orpassenger input that an emergency is unfolding. In control systems,functionality like Alexa and gesture recognition may be implemented.

FIG. 19A is a perspective view of a train of pod chassis, joined in aseries. FIG. 19B is a perspective view of a group of pods on chassis,linked to travel in line together. Referring first to FIG. 19A, achassis train 1900 of four chassis, analogous to chassis 1600 of FIG.16A above, are shown linearly attached via tongue latches analogous tolatches 1607 depicted in FIG. 16A.

In one use-case scenario, multiple chassis may be linked together toform chassis trains such as train 1900 for receiving four pods analogousto pod 1608 of FIG. 16B, that may be delivered by drones, such that thespacing between the pods attached to a four-pod drone, and the spacingof seat latches 1606 are sufficiently the same and within tolerance toaffect 100 percent latching of each chassis to a pod. There may bechassis trains of two chassis, three chassis, four chassis, etc. Whenchassis are connected, control and power lines of each chassis may beconnected through the latching hardware, such that the lead chassis maybecome a parent chassis and may override certain functions of the otherchassis. More particularly, a functional network is created includingthe separate nodes being the chassis CPUs and the reporting sensors.

In one implementation, chassis may be remotely piloted and latchedtogether as well as disconnected from the train remotely by a humanoperator or auto-pilot instruction. While not connected in a train, eachchassis may be separately remotely operated to drive to designatedlocations for maintenance, storage, staging, etc. While connected into atrain, the lead chassis may be operated as the intelligent chassis fornavigation purposes, such as the turning capabilities of the chassisfurther back in the train being overridden by the lead chassis, whereasthe motors on all the chassis may remain active in driving the trainforward.

In one embodiment, a train of pods carrying passengers on chassis mayproceed along a route wherein one or more of the passenger pods mustdepart from the train along a different route. In such cases, the trainmay stop and the pod requiring rerouting may unlatch from the train andembark on its own while the remaining pods on chassis re-latch tocontinue along the primary route.

Referring now to FIG. 19B, in one embodiment multiple separate chassismay be commanded to navigate from separate locations to a singlelocation and form a chassis train for receiving a like number of pods.Each chassis may have a unique IP address or machine address foridentification by commanding SW. Chassis train 1900 includes fourchassis in this example and carries four pods 1608. In one embodiment,all four pods may be placed onto chassis train 1900 by a drone at thesame time and in the same programmed action. In another embodiment, podsmay be separately delivered to a chassis train by successivesingle-carrier drones. Optical and proximity sensors on the pods and onthe chassis may aid in proper seating and latching of the pods to thechassis.

FIG. 19C is a perspective representation of a compound chassis inanother embodiment of the invention. In the circumstance represented byFIGS. 19A and 19B, four separate chassis are linked together to carryfour separate pods. In FIG. 19C, a single chassis 1901 is provided andenabled to carry either four separate pods, or in another circumstance asingle pod developed to carry four passengers. FIG. 19D illustrates fourpods carried on a single chassis 1901.

Chassis 1901 in this example has axles and wheels just on the ends ofthe length of the chassis. Both sets of wheels may be powered and may becontrolled to steer. There are, in this example, latching supports 1902for accepting and supporting separate pods or a multiple-passenger pod.Pods latch to supports 1902. Cross members 1903 are provided tostrengthen the chassis structure.

Given the figures and description herein, it should be apparent to theskilled person that carriers may be designed and provided to carrysingle pods, and single pods in arrays, as well as to carrymultiple-passenger pods, wherein passenger compartments may be arrangedin essentially the pattern that single pods would follow for aparticular carrier.

Given the descriptions above regarding exchange stations, it isimportant to understand that passenger pods as described being carriedby drones from above, and passenger pods being carried by intelligentchassis carriers, may be exchanged from one carrier to the other inexchange stations, such that a passenger in a passenger pod may be atdifferent times transported by a chassis carrier or a drone, andtheoretically, any number of exchanges may be made without a passengerrequired to leave one pod for another. A passenger, once in a pod, maystay in the same pod throughout a journey, regardless of exchanges inmode of transport.

POD Charging

FIG. 20 is a perspective view of a charging facility 2100 where chargingoccurs via one or more mechanized charging cables according to oneembodiment of the invention. Charging facility 2100 may include a chargeterminal 2101 having at least one charge cable 2103 extending from aterminal outlet 2102 that may connect to a charge port on a pod 1608.

Charge facility 2100 may be guided as far as charge position and speedby a physical charge line 2105, in one embodiment embedded in a floorstructure, that can be detected by side-presenting sensors 2104, whichmay be lidar or infrared, or optical, or a combination of these, one ofwhich may be a camera. A cable or cables 2103 may be mechanicallyoperated and may adhere to an extension limit. The charge plug, orterminal end of a charge cable, such as cable 2103, may include at leastone sensor for detecting position of a pod for charge.

In one implementation the charge cable has a maximum and a minimumextension range that covers a rough 45-degree articulation range of thecable. For example, if a single pod on a chassis uses the facility,side-presenting sensors 2104 may detect line 2105 and may providefeedback to the navigation module to align with that line for charging,including adjusting the speed of movement to a speed conducive toreceiving a full charge within the range of the cable. Therefore, a pod1608 approaches line 2105 and slows down to charge speed and proceedsalong the line until in position for cable connection at the cablesmaximum extension at forty-five degrees from center (first dotted cableline position).

As the pod moves forward along the charge line, the cable is connected,and charging is accomplished, and then the cable automatically retractsto minimum extension distance roughly at center (second dotted cableline position). The pod car proceeds along the charge line to themaximum extension again at the end of the forty-five-degree range withinwhich charging may occur. At this point the charging is complete andcable 2103 may decouple from the charge port and may be maneuvered toaccept a next pod car for charging.

In an embodiment with more than one cable, a train 1900 (three or morepods latched linearly) may be charged while still latched togetherwherein three or more mechanized cables are made available, one for eachpod in the train. In such an embodiment the dotted cable lines mayrepresent additional cables 2103, one for each pod in the train. In thiscase the lead pod is fully charged and about to be decoupled from thecharge cable while the next pod is at mid charge and the pod furtherbehind has just been coupled to a charge cable.

The mechanics required to manipulate and direct the charge cables mayvary. For example, a cable may be housed in a telescopic sheath that maybe connected to a turret component that may enable the cable to beswiveled along the forty-five-degree angle defining the charge area.There may be more than one connected to an outlet on charge terminal2101. One with skill in the art may appreciate that protective coversand components may be employed to reduce chance of shock or accidentalshort without departing from the spirit and scope of the invention.Drones are charged separately in different charging. Once a dronelatches to a pod, the drone may switch over to main pod battery forpower.

Pods seated on a chassis may be charged at a facility such as facility2100 with or without passengers on-board and with or without parcelson-board. In one embodiment, wherein a passenger is present duringcharging, the system may enable a power source change for the pod fromthe primary battery under the seat to an auxiliary battery mounted orotherwise integrated into the pod structure. In another case a passengermay continue to operate pod features normally sourced by the primarybattery during charging.

In calculations regarding a mechanized cable, the inventor has deducedthat, for example, if the retracted charge cable length is five meters,and engagement of the charge plug, and disengagement occurs at plusforty-five degrees and minus forty-five degrees from center (retractedposition), total distance of travel is 10 meters. The actual speed forcharging may vary depending in part on the pod battery size and density,as well as the power level of the charge station.

FIG. 21 is a perspective view of a charging bay 2200 where chargingoccurs via a fixed rail according to another embodiment of theinvention. In one implementation, charging bay 2200 is provided with acharge-guide line 2205 that may be picked up by side-presenting sensors2104 as was described with respect to the charging bay of FIG. 20. Inplace of cables, charging bay 2200 utilizes a charge rail 2206 that maybe fixed at the end of a pair of structurally supported chargeextensions 2203 and 2204. The other ends of extension or cables 2203 and2204 culminate at charge terminals 2202 a and 2202 b respectively in theexample.

In this implementation, a single pod 1608 or a train of pods cars 1900may be charged by making contact between the charge port on the side ofthe passenger bench and the fixed rail, such as by a brush mechanismthat may remain in contact with the charge rail while the pod car ortrain is moving forward. In another implementation a fixed charge pad orseries of pads might be used in place of a fixed charge rail, wherein apod or pod drives directly over the pad(s,) and a wireless powertransfer to a charge receiving unit at the bottom of the pod batteryoccurs as the pod car moves over the charge pad(s).

Sensors may detect a charge guide line as described further above andforward-facing sensors may detect approach to the beginning of thecharge pad(s) and may signal the charge-receiving receptacle to preparefor wireless charge. In another implementation, contacts may be providedand presented beneath the pod battery that make physical contact withthe charge pad(s). A charge pad or charge rail may be linear and of aprescribed length to enable a full charge in a single pass.

Charging stations may be placed spaced apart in a covered region wherebya fully charged pod battery may enable distance that exceeds thedistance between stations, assuming as well that the pod is not carriedby a drone but drives the distance. In a preferred embodiment, chargingmay be optimized though use of high voltage capacitors, such that a fullcharge occurs along the charge angle limit (cables) or rail or padlength.

It is apparent that charging cannot be instantaneous, and thatrelatively quick charging is desirable, as time taken in the chargingcycle is time when transport is delayed. In one embodiment of theinvention, referring to both FIGS. 21 and 22, high-energy capacitors,referred to often as ultra-capacitors or super capacitors, areincorporated both in the charging station and in the battery systems ofthe pods, and other devices to be charged in operation of the overallsystem. Such capacitors are capable of quickly transferring large quantaof energy at high voltage (to keep amperage requirements low).

In FIGS. 20 and 21, ultra-capacitors 2106 are illustrated as a part ofboth the charging station 2101 and 2102, and also of the pods 1608, inthis example. In the charging process in one embodiment, usingultra-capacitors, the primary power source in the charging bay, either2100 or 2200, charges the ultra-capacitor 2106 in that charging bay,between instances of charging pods or carriers. When the carrier orcarrier train engages with the charging bay, the ultra-capacitor 2106 inthe charging bay charges the ultra-capacitors in the pods or carriers asthey pass. After leaving the charging bay the energy imparted to theultra-capacitors is used to charge the batteries of the pods orcarriers, which is slower process than passing energy between theultra-capacitors. Ultra-capacitors may also be incorporated in chargingdrones.

FIG. 22 is a process flow chart depicting steps for charging a podbattery according to at least one embodiment. At step 2301 adetermination may be made whether a pod car requires charging.Indication of a requirement for charging may be communicated from a podcar to a remote navigation control network entity that subsequentlyprovides navigation instruction to the pod car. In one embodiment,location of and subsequent navigation to a charging bay may be afunction of the pod, wherein self-piloting to the charge location isautomatic or scheduled in with other tasks or navigated destinations ifthe pod indicates a need to charge.

In the case of a train of linked pods, it may be that one or a few ofthe total linked pods require charging, while other pods linked togetherin the train do not. If a determination is made that charging is notrequired for a pod at step 2301, the process may move to step 2302, andthat pod may continue self-navigation or commanded navigation toward aplanned destination or an exit.

If it is determined that a pod requires charging at step 2301(confirmation), that pod may proceed to a nearest charging bay at step2303. If it is determined that one or more pods in a train of podsrequires charging at step 2301, then all the linked pods may besubjected to entering the pod charging bay, so that the pods requiringcharging may be charged without requiring de-latching from the train.

At step 2304 a pod car requiring charging or a lead pod car in a trainof pod cars, where one or more of the pod cars requires charging, maydetect a charge line in the road or pathway with forward and sidepresenting sensors, and may steer along the charge line and reduce speedto a preset charging speed.

At step 2305 a determination may be made whether the charge facilityuses a fixed charge rail or fixed charging pad running adjacent andparallel to the charge line. If it is determined that the chargingfacility uses a fixed rail or charge pad(s) in step 2305, the pod or podtrain may align to the charge line and make physical contact with afixed rail and pod charging interface (terminal contact), to initiatecharging at step 2306. In the case of a linear charge pad(s) theinterface for charging on the pod or pod train may be wireless or aphysical contact and the pod or train may follow the charge lineadjacent to the linear pad or pads in step 2306.

At step 2307 in the case of a rail or charge pad (s), the pod or podtrain may move forward making sliding contact along the rail or linearpad or wireless contact along the linear pad. The pod or pod train willslow down to charge speed so that fast charging may be accomplishedalong the length of the rail or linear charge pad (s).

At step 2305 it may be determined that the charging facility does notinclude a rail or linear charging pad (s). If it is determined that norail or pad is available a determination is made at step 2308 whetherthe facility is equipped with a mechanized charging cable or chargingcables. If it is determined at step 2308 that the facility is notequipped with rail pads or cables, then the charging process may not beperformed at that facility and the pod car or pod train may continueself-navigation to a destination or exit. It may be that the facility isnot in use at the time or down for maintenance, etc. A possible nextdestination may be to a next nearest charging station. It will beapparent to one with skill in the art that a single pod car may havemore than one contact type for more than one type of charging apparatusthat may be available. It may also be apparent that only one type offacility may be available requiring only a single and standardizedcontact type on a pod battery for charging.

If it is determined that the facility uses a charging cable or cables atstep 2308, the lead pod car (train) or single pod car may detect a firstcable contact position and may stop momentarily at step 2309 allowingthe mechanized cable to connect to the charge receptacle through arelief opening the pod door at step 2310. Once connected, the pod mayproceed forward at a prescribed charging speed while the cable isconnected until the cable again reaches maximum extension at the end ofthe charge zone and detaches from the charging interface at step 2311.

In the case of a train of three pods, a second and a third cable may beemployed to charge the following pods if charging is required for thosepods as well. When the first cable detaches after a lead pod is finishedcharging, it may position itself to connect to another pod in a train ofpods that reaches the start angle position of the cable at maximumextension length of the cable. In one embodiment the connection is amagnetic connection.

In one embodiment, the connection is a quick-connect and quick-releasemechanical connection. In one embodiment the lead pod is not required tostop for the cable to connect if the speed is slow enough for allowingthe contact connection to be established. At step 2312 a determinationmay be made as to whether charging is complete for the single pod or forany pod in a train of pods. In all cases, if it is determined thatcharging is not complete on a first pass, a single pod or train of podsmay navigate to take another charging pass along the rail, pad(s), oralong the cable reach at steps 2307 and 2312, depending on type ofcharge facility. At step 2312, if charging is determined to be completethe process may move to step 2302 to continue self-piloting to adestination or an exit.

In one embodiment any pods in a train that do not require charging maydisable or otherwise override a charging receptacle contact apparatus,so that charging does not occur for that pod battery, and so dissipationof current charge in the pod battery does not occur. In one embodimentdrones have a separate charge routing and facility dedicated to chargingdrone batteries. In one implementation a drone may also receive chargethrough a pod battery charge station if charge lines are routed throughthe latch mechanisms to a drone battery. For example, the drone batterymay receive a charge if the pod battery is fully charged and the pod caror train is still in contact with the charging apparatus.

In one embodiment, chassis battery charging may also be performed ifcharge lines are routed through the internal latches connecting the podto the chassis. A drone battery and a chassis battery may be assignedpriority such that, first the pod battery is fully charged and then thedrone battery and then the chassis battery is charged. In otherembodiments separate facilities might be maintained for the threededicated battery types, whereas a drone will fly to a charging stationdedicated for drone charging and a chassis may drive to a chargingstation dedicated for chassis battery charging.

At risk of redundancy, the following paragraphs summarize materialdescribed in an enabling manner above, with reference to the severaldrawing figures, that the inventor considers to be new, not obvious, andpatentable subject matter.

In a broad sense the inventor is providing a transport system, which hasa wheeled, steerable, self-powered, self-navigating carrier vehicle,that exhibits a substantially planar support frame, an on-board,rechargeable, battery-based power system, control circuitry, includingGPS circuitry, on-board the carrier vehicle, adapted to drive and steerthe carrier vehicle, and an upward-facing carrier interface adapted tothe support frame, the carrier interface having first physicalengagement elements. There is in the system, additionally, a passengerpod adapted to carry both packages and persons, the passenger pod havinga structural framework, a rechargeable, battery-based power system, anda downward-facing pod interface adapted to the structural framework, thecarrier interface having second physical engagement elements. Inimplementations of the transport system, the passenger pod, placed uponthe carrier vehicle, engages the downward-facing pod interface to theupward-facing carrier interface by the first and second physicalengagement elements.

From the just-described transport system, other versions have additionalelements and functions, such as, for example, in which the controlcircuitry comprises wireless communication circuitry, enablingnavigation and loading and unloading pods to and from carrier vehiclesto be remotely-controlled. Another addition to the system described hasthe pod interface and the carrier interface each having electrical andelectronic engagement ports that engage and disengage when a pod isengaged and disengaged from a carrier vehicle, enabling carrier powerand control signals from the pod. Another version has physical controlsaccessible by a passenger in the passenger pod, enabling the passengerto navigate the carrier vehicle with the pod supported and engaged. Andstill another version has additionally an upward-facing physicalattachment interface as a part of the passenger pod, the upward-facingphysical attachment interface compatible with a downward-facing physicalattachment interface on a drone, enabling the passenger pod to becarried by the drone, to be deposited by the drone on the carriervehicle, and to be picked up by the drone from the carrier vehicle.

Further to the above, in describing different versions of the transportsystem provided, the carrier vehicle may be configured to carry apassenger pod carrying a single passenger. In another version thecarrier vehicle has fore and aft-facing latches, enabling carriervehicles to be joined end-to-end, and to be navigated as a singlevehicle. In still another version four carrier vehicles may be joined ina column, enabling four single-passenger pods to be placed and carriedon the joined carrier vehicles, which is enabled to be navigated as asingle carrier vehicle.

In still another version of the transport system, the carrier vehiclehas fore and aft-facing latches, and left and right-facing latches,enabling carrier vehicles to be joined in rows and columns to carrypassenger pods placed on the joined carrier vehicles in the rows andcolumns. IN another innovation, carrier vehicles may be joined by thefore and aft-facing latches and by the left and right-facing latches,forming a 2 by 4 array of carriers, enabling placement and transport ofa single passenger pod on each of the joined carrier vehicles. And inyet another version, the carrier vehicle's substantially planar supportframe is sized and enabled to carry four single-passenger pods in a row,with one set of wheels fore and aft.

In yet another somewhat different version of the transport system, thecarrier vehicle's substantially planar support frame is sized andenabled to carry eight single-passenger pods in two columns, four podsper column, with one set of wheels fore and aft. In another, thepassenger pod is a four-person pod, and the carrier vehicle carries onefour-person pod. In yet another, the passenger pod is an eight-personpod in two columns and four rows, and the and the carrier vehiclecarries one eight-person pod. Finally, facility for charging batteriesof passenger pods and carrier vehicles is made by providing chargingstations. In one version, the transport system has a charging stationfor charging batteries of pods and carriers, the charging station havinga power supply and a conductor element enabled to connect to chargingcircuitry in passenger pods or carrier vehicles, as the carrier vehiclesand pods pass the charging station, power being transferred from thecharging station to the batteries in the pods or carrier vehicles.

In one version with a charging station, the conductor element comprisesa cable connected to the charging station, and controllable to connectto a charging port on a carrier vehicle or a passenger pod, and to stayconnected while the carrier vehicle or passenger pod moves by thecharging station. In another the conductor element comprises a railpresented along a direction of travel of a passenger pod or carriervehicle, and the passenger pod or carrier vehicle comprises a slidingcontact element enabled to contact and slide along the rail whilepassing the charging station, power being transferred from the chargingstation through the rail and the sliding element to a battery of thecarrier vehicle or passenger pod.

In either version of charging stations and operation, there may be afirst ultra-capacitor in the charging station, and a secondultra-capacitor in charging circuitry of a passenger pod or a carriervehicle, and wherein the charging station charges the firstultra-capacitor between charging cycles involving passenger pods orcarrier vehicles, and during a charging cycle, the first ultra-capacitorcharges the second ultra-capacitor, and the second ultra-capacitorcharges the passenger pod or carrier vehicle battery after leaving thecharging station.

Pod/Rail System

In this aspect of the invention the inventor provides an above-ground,rail-based transport system for transporting parcel or passenger pods ora mixture of both on a rail set via a trolley-type vehicle riding on therails, with pods suspended below the rail set, in addition to dronetransport of a pod and ground transport of a pod on the ground via asmart chassis.

FIG. 23 is an overhead view of a portion of a rail transport system 2313for transporting pods according to an embodiment of the invention.System 2313 is a partial view of the potential architecture that may bein place to support a robust rail transport system architecture that ismainly supported above ground but may also include junctions where therails are low enough to ground level to support pod exchanges,passenger/parcel drop offs and pickups, pod charging, transfer areaswhere one mode of transport may be substituted for another. Therefore,it may be assumed that there are various types of stations generallyassociated with buildings and services located along a rail route.

A straight set of two parallel rails 2315 a is depicted in FIG. 23, heldsubstantially parallel in a relative planar relationship, whereby therails are spaced evenly apart to accept the wheels of a smart trolley2317 adapted by mechanical attachment hardware to carry a pod. A curvedrail set 2315 b is depicted for loops and turns that are required in therail architecture. Rail sets 2315 a and 2315 b are employed over a largebuilt up region such as an urban area, for example, to enable travel ofpersons and shipped parcels over areas that may be, for example, trafficcongested for surface vehicles.

Rail sets 2315 a, b may be solid metal extruded rails, such as steelrails, that may in some cases be conductive for powering drive motors,or may be nonconductive, such as reinforced polymer rails strong enoughto support the weights involved with transport of people and parcels. Inpreferred embodiments no power is supplied through the rails in the railsets, which the inventor believes to be in the interest of safety, as anaccident might otherwise expose high voltage to passengers or others inthe area of the supports and rail sets. A pod/trolley combination isdepicted herein as pod/trolley combination 2316. Pod/trolley combination2316 comprises a pod analogous to pods 1608 of FIG. 19B above attachedto a trolley depicted herein as a trolley 2317, by an automatedmechanical latching system comparable and compatible to attachmentinterface described above, by which pods may be attached to drones. Thebroken lines within the pod depict a user seated and a computerinterface and display as previously depicted relative to pod 1608 ofFIG. 19B above.

Trolley 2317 is adapted in this example to drive in an autonomousfashion on top of rail set 2315 a or 2315 b on a set of wheels, in thiscase four wheels at two per rail. Trolley 2317 comprises at least twoaxles supporting the wheels, further described below, and a lowercarriage that extends below the rail plane and attaches to the topsurface of pod 2318, employing hardware that is the same used forattaching to a drone. In this way a pod containing a passenger orparcels may be autonomously transferred from a rail transport to a dronetransport or from a drone transport to rail transport and may also betransferred from rail transport to smart, surface driving, carriervehicles as also described above.

Trolley 2317 may be manufactured of steel or other materials that may bereinforced such as plastic or fiberglass reinforced by steel. Rail set2315 b in this example, intersects and merges with rail set 2315 a toenable redirection of vehicles. Intersection points where curves andstraight tracks meet may be enhanced by rail-switching hardware toenable both straight line traffic to pass and to merge traffic from oneset of rails to another.

Rail sets 2315 a and b may be supported off the ground and at specifiedheights including grades of angle by a rail support structures 2314.Rail support structures 2314 may include a variety of designs andheights and may be erected anywhere along the rail routes to bothsupport the rails off the ground and reduce vibration and potentialbowing of rails under the weight of carried pods. In this example,structures 2314 are tower-like structures constructed of steel rails andvertical supports like a cell tower. Structures 2314 include a ledge forphysically supporting the rails. The rails may be attached to the ledgein a manner that does not obstruct travel of a trolley on the rail set.Support structures 2314 have throughways beneath the rails to allowsufficient space for pods attached to the trolleys to pass unobstructed.

Trolley 2317 in embodiments of the invention is an intelligent vehiclehaving a computer processing unit (CPU) in control circuitry, anauxiliary battery for power, and wireless communications circuitryenabling communication between a trolley and a transport control systemsimilar to what is described above for drones and ground chassis' thatenable the pods to be autonomously flown to destinations or driven todestinations on the ground. In this example, the rail transport systemalong with the drone transport system and the ground transport systemare adapted to facilitate multiple differing modes of transport inspecific areas of the transport topology. Trolley 2317 is a motor-drivenvehicle that may comprise one or more motors. For example, each wheel ofa front axle may be motorized, or each wheel of a back axle may bemotorized. In one embodiment there is a motor near each wheel, and themotors may receive power from a pod battery or from an on-boardauxiliary battery.

Trolley 2317 may include various sensors for detecting objects in frontor behind while in transportation on a rail set. Acceleration,deceleration, and average speed over the rails may be calculated foreach pod/trolley combination 2316 by a local transport control systemthat may monitor an entire segment or a local area of a transportarchitecture for traffic, and for any problems, such as a compromisedsection of rail for example. In one embodiment, a small computer withintrolley 2317 may also be GPS enabled, and that trolley may be trackedthrough GPS as to position in the transport environment, direction oftravel, and so on.

Pod/trolley combinations 2316 may travel to a charging station for podand/or trolley charging. Power for charging trolleys and pods may begenerated in some instances using solar panels, windmills, or othersources of generated power that are typically off the electrical grid.Grid-delivered power may be the main source of power for pod and trolleycharging, whereby off-grid generated power may augment and lower utilitycosts. There may be no need to generate alternating current (AC)voltages. The inventor deems that high voltage direct current (DC) ismore efficient in that DC to DC converters can be used to derive the DCvoltage for the motors.

Trolleys are enabled to navigate the system without a pod attached, andso they may require charging. In one embodiment charging bays may beprovided at some support structures 2314 or the trolley might be driveninto a charging station on the ground such as a charging stationcentrally located in an area of transport architecture. In a preferredimplementation however, a battery from the pod or the trolley providespower.

Trolley 2317 may include tongue latches at the leading and trailing endsas described further above relative to smart chassis 1900 of FIG. 19A.In this way a trolley may latch to another trolley and so on to form atrain. Moreover, any trolley on the rail set that becomes inactivateddue to a dead battery or other failure may be retrieved by anotherworking trolley whether or not that trolley is attached to pod. In oneembodiment, a trolley may be specialized as a track-monitoring trolleythat does not carry a pod, but rather sensors and video equipment to runthe rails and detect any problems or anomalies with the railsthemselves, or debris that may have fallen on the rails.

There may be rails sets designed to park trolleys that are not inservice, or that are being rotated in and out of service. Such a railset may be a side rail set that intersects a main rail set at a firstpoint and then later at a second point where trolleys may turn off themain rail set to be serviced and charged whether attached to a pod ornot.

FIG. 24 is an elevation view 2400 of a single-pod trolley and amultiple-pod trolley, with pods attached, traveling on a rail setbetween two support structures. FIG. 24 includes two support structures2314 supporting straight-rail set 2315 a. Structures 2314 containthroughways to allow trolley 2317, with attached pod 2318, through thestructure in the direction of the arrows. Pod 2318 includes a podbattery (under seat) and charge port as well as a passenger andcomputing interface. Of importance to the invention is that anelectrical power and control line connection may be accomplished simplythrough the latching of a pod to a trolley in much the same fashion asis described above with respect to drone attachment and smart chassisattachment.

A power/control line 2409 extends from the pod battery to and throughone or more points of attachment of pod 2318 to trolley 2317, whereinautomated attachment of the components completes a circuit so that thebattery may power the trolley motor(s). A battery of a trolley attachedto a pod may be charged in addition to the pod battery through acharging port of the pod in one implementation. In anotherimplementation a charge port may also be provided on the trolley. Theequivalent of power/control lines 2409 are also depicted within podshuttle 2401 and long trolley 2402. In the case of a shuttle, each ofthe pod compartment batteries might be tapped for driving trolley 2402.Moreover, trolley batteries may be charged simply through connection toone or more pod batteries. Therefore, if a trolley is carrying a pod,the trolley is fully charged if the pod has been charged. When a trolleydrops of the pod or pod shuttle the trolley may have a full charge todrive to a next destination if required.

Trolley/pod combination 2401 is depicted in this example and comprises along trolley 2402 and a pod shuttle 2403. Pod shuttle 2403 is four podslong in this example but may include fewer or more pods than areillustrated here without departing from the spirit and scope of theinvention. In this case pod shuttle 2403 may be a single structurehaving four pod compartments with doors seats batteries, windows, andother amenities, or the trolley may be enabled to attach and carry fourindividual pods. A passenger 2404 and computer interface 2406 will bepresent in each compartment, if the pods are separate, but there may bejust one computer interface in a pod shuttle.

Trolley 2402 may share the same design and functionality describedrelative to the short trolley but is extended in length to accommodatethe shuttle pod, or multiple pods, and latches to the roof of theshuttle pod in the same way as the single pod is latched. In anotherembodiment single or short trolleys may be latched together aspreviously described to form longer trains of trolley/pod combinationswhile traveling over the rails as was described further above relativeto chassis train 1900 of FIGS. 19A and 19B.

Trolley wheels are fabricated and shaped to ride over and follow rails,and are swivel attached to the trolley axles, so they may haveindependent turn ability at an angle sufficient to allow the trolley tonavigate curved rails. A longer trolley such as trolley 2402 willnavigate curves in the same fashion as trolley 2317 but the shuttle podwill extend into a curve a certain amount until the last wheeled axlehas passed the curve. The extent that the body is carried into the curvedepends on the sharpness of the curve.

Support structures 2314 may vary in height and in practice may begradually reduced or increased in height along a route to produce agrade such as up from near ground, perhaps in an exchange station to alevel travel height and then back down to near ground at a next facilityalong the route. Rails may be lowered to a point where they may enter asingle-story building on the ground, travel through the building andexit the building at another point, or to travel through tunnels. Astraight rail may have a grade that lowers it to ground level and curvedrails may spiral down in elevation until they reach ground level. Insome cases, taller buildings might also be constructed so thatpassenger/parcel drop off or pick up areas, mode of transport exchange,and battery charging may be performed at the same height or level as themain transport rails.

FIG. 25 is a front elevation view 2500 of a trolley carrying a podthrough the open space passage of a support structure 2314. FIG. 25depicts trolley 2317 connected to a pod 2318 on rails 2315. Trolley 2317includes trolley wheels 2503. Trolley wheels 2503 may be fabricated of ametal such as stainless steel or of reinforced polymer or fiberglasscomposite. In this embodiment, rails 2315 are round rails and theintersecting wheel surfaces are radiused to snugly fit over the diameterof the rail, such that the wheel firmly positions on and follows therail with which it is interfaced. Other geometric profiles might also beused, such as if the rails are rectangular and the wheels are formedwith rectangular interface to fit just over the rectangular rails. Inone embodiment, the wheels may be formed to lock on to rails.

In another alternative embodiment the wheels may be like the wheelsdescribed for smart chassis carriers described above, that is, simplyconventional disk-shaped wheels, and the rails may be U-shaped, suchthat the wheels of the trolley fit into the u-shaped channels and followthe rails.

In this view support structure 2314 has a platform 2508 for supportingthe rails. Platform 2508 may include a radial indention for securelyseating the rails. Support structure 2314 includes a through-way 2501that is wide and deep enough to allow pods to pass through beneath therails. Trolley axles 2502 are fixed axles in a one embodiment and havevertical supports 2505 welded or otherwise fixed thereto that extendsome distance below the axles to a lower carriage 2506 that includeslatches 2507 for connecting pod 2318 to trolley 2317. In this example,there are four vertical support extensions that connect to a rectangularframe that comprises the lower carriage that connects to the pod. Thepod and carriage are dimensionally smaller in width then the axles arelong, so the components are presented within the internal space betweenthe rails.

FIG. 26 is an overhead plan view of pod trolley 2317 according to anembodiment of the invention. Trolley 2317 in this example has fourwheels 2503. Each wheel may be independently mounted to a respectiveaxle 2502, such that the wheel may articulate independently from theother mounted wheels enabling the wheels to follow the rails. Trolley2317 in this example includes rubber boots 2602 to cover and protecthardware for wheel mounting and wheel articulation. In oneimplementation trolley 2317 is an all-wheel drive system. All fourwheels may be drive wheels powered by one or more than one electricmotor. In other embodiments there may be two-wheel front drive ortwo-wheel rear drive or single wheel drive versions without departingfrom the spirit and scope of the invention.

Axles 2502 may include mounting collars 2601 welded to or otherwisefixed to the axle for the purpose of mounting to the lower carriage2506. Lower carriage 2506 is suspended below the trolley axles in aparallel planar relationship via vertical supports 2505. In thisimplementation, carriage 2506 fits over a pod roof and automaticallylatches to the pod via latches 2507. Pod latches 2507 may also beretracted to release a pod. Latching onto a pod may be performedautomatically, such as by aligning carriage 2506 over a pod and makingcontact sufficient for latching to occur.

In one embodiment, latching to a pod with a passenger or parcels mayoccur at a pickup or embarking station. There may be a designated bayinside a building where the rail set descends into the building and tothe bay section where riding on the rails may pick up waiting passengeror parcel pods. In one circumstance, a floor lift might be provided tolift one or more pods up to trolleys stopped on the rails overhead.Before latching, the trolleys may make final positioning adjustments forlatching position based on optical components or other visual sensors. Arobotic alignment component or a human operator may also managealignment to ensure trolleys and pods are connected securely and safely.

Lower carriage 2506 in some embodiments comprises a welded or boltedframe having frame members 2603 latching onto the sides of a pod andframe members 2604 latching to the front and rear of the pod. Otherlatching hardware might also be provided and incorporated, such aspost-locking mechanisms, magnetic locking mechanisms, and so on. Thesecurity of a trolley pod attachment is paramount, as trolleys areelevated off the ground during main travel and inadvertent release of apod would likely result in injury or death of a passenger or parceldestruction. Therefore, releasing a pod may be made essentiallyimpossible until the trolley passes a certain point in the rails thatindicates, via sensor and SW, that the trolley is in a drop off ordisembarkation area or bay, and the pod has been connected to a smartchassis or is otherwise resting on a platform raised up to interfacewith the pod.

Axles 2502 may be hollow tubes that may be up to 20 cm. or so indiameter in one embodiment. Axles 2502 may be rectangular tube or othershape without departing from the spirit and scope of the invention. Anaxle 2502 may house components such as one or more motors, one or morebatteries and one or more processing and communications components. Acompartment 2605 may contain a battery, a computer processor, and amodem for communicating with a local or central control system via awireless network. Axles 2502 may also contain one or more motors fordriving wheels 2503. Wheels 2503 may be coated for gripping rails toprevent slippage. Magnetic elements might also be used to secure wheelsonto the rails to reduce slippage.

In some embodiments, sensors might be provided on axles 2502 that mayextend to the sides and may be focused on the respective rails, whereinthe sensors may detect mile markers, distance markers, speed limitmarkers, or other meaningful indicia that may be permanently orsemi-permanently marked at points along the rail route. Softwareexecuting on the trolley CPU may interpret sensor readings and makeadjustments such as changing speed, slowing and stopping, turning off ata specific juncture, calculating trip time remaining (for passengernotification), and so on. The same sensor might also be used to identifyrail markers for charging bays and a charge position for the trolley orpod, or to identify markers for passenger disembarking and embarkingareas, and markers for parcel loading and unloading areas, and finallyareas for exchange of transport modes. Such autonomy may be available incertain operational areas that may not be the norm for main travel routsin between stations or destination points. More autonomy dedicated totask operation such as embark/disembark, load/unload, charging,transport exchange, allows the transport network to focus on overalltraffic management load management, and so forth

FIG. 27 is a front elevation view of trolley 2317 of FIG. 26. Trolley2317 is depicted with pod 2318 referenced by a broken rectangularboundary. In this example, lower carriage 2506 may attach to the topsurface of pod 2318 at four corners generally aligned to verticalsupports 2505. In one implementation each wheel includes an independentmotor concealed in this view by rubber boots 2602. In anotherimplementation there may be two drive wheels, one on the front axle 2502and one on rear axle 2502.

In this frontal view, the front axle 2502 includes battery and componentcompartment 2605 that contains a battery and may also house a CPU 2701and a communications modem or circuitry 2702 adapted to communicate witha transport controller system. CPU 2701 may include software or firmwareincluding autonomy-centered task instructions for the trolley to operatein an intelligent autonomous manner relative to specific navigation andpositioning tasks and latch release operations as described furtherabove. A charge port 2703 may be provided on the front axle to enablecharging of the trolley battery independently.

Pod battery 2407 may include power bus/line 2703 up to a latch pointconnecting to a carriage power bus 2704 through the carriage up to theaxle 2502. When a pod is connected, the trolley may derive power fromthe pod battery and accept a battery charge from the pod battery. Whentrolley 2317 is not connected to pod 2318, the trolley must rely on itsown on-board battery. In one embodiment, a trolley battery may becharged through a pod battery charger, for example, switching chargeconnection out and through paths 2703 and 2704 to the battery incompartment 2605. Control line and switching components may be providedwherein switching is controlled by the software on the pod or trolley.

FIG. 28A is a detailed overhead view of trolley wheel 2503 of FIG. 27aligned at a right angle to the direction of the axis of the axle.Trolley wheel 2503 is the left front wheel in this example. Wheel 2503may be mounted to a bearing plate 2803, which in turn, is mounted to aswivel joint, which in turn, may be mounted to a wheel motor 2801.Swivel joint 2802 provides a flexible connection that enables the wheelto turn when the rails turn left or right. The flexible connection maybe limited in axis such as allowing horizontal flex (turning ability)but not vertical flex. The shaft that drives the wheel may be a flexiblesteel shaft that articulates through the swivel joint from the motor. Inanother embodiment the motor and wheel mount are on the wheel side ofswivel joint 2802.

FIG. 28B is a detailed overhead view of trolley wheel 2317 of FIG. 27turned to the left. In this view wheel 2503 is turned to the left as itwould follow a left curve in a rail. Boot 2602 is flexible rubber inthis example and collapses and expands with each articulation. Theamount of articulation depicted here may be expressed by angle a whichmay represent a maximum degree of turn.

FIG. 28C is a detailed overhead view of trolley wheel 2317 of FIG. 27turned to the right. In this view the maximum right turn angle isexpressed as angle b. In one embodiment, the maximum turn angles about30 to 40 degrees. Curves, off ramps, loops, etc. in the rails may beheld to a standard radius so that maximum turn angle is not actuallyreached in practice. In main travel mode, the transport controllersystem may manage speed for a trolley and control wheel motors. Inautonomous mode, the local SW on the trolley CPU may take local controlof motor speed. A wheel motor may have different speeds and may beslowed to a stop and accelerated from a stop. In one embodiment atrolley may be enabled to park using one or more parking brakes and todrive in reverse.

FIG. 29 is a side elevation view of trolley 2317 of FIG. 26. Trolley2317 is depicted in this side view exhibiting lower carriage 2506depended down from the axle collars 2601 via vertical supports 2505, oneat each corner of frame. Boots 2602 are flexible rubber boots used toprotect internal articulating components connecting the wheels 2503 tothe axles. In one embodiment, the boots are stable and are connected toa fixed axle and a fixed plate supporting the wheel bearing plateproviding rotability to the wheels. In another embodiment, boots 2602may be connected to a rotary component such as the wheel and a driveshaft. In either embodiment, the boot flexes with the articulation ofthe wheel when the wheel turns left or right.

Carriage 2506 is rectangular in this example, however other geometricprofiles for the carriage might be provided without departing from thespirit and scope of the invention. For example, carriage 2506 might be atriangle, an ellipse, a diamond, or another geometric shape. A chargeport 2901 may be provided in carriage 2506 and connected to line or bus2704 as a primary or optional secondary charge port for charging thetrolley battery contained within the axle component. A trolley such astrolley 2317 may be charged by connecting to a charged pod. Also, thetrolley battery might be a secondary target for charging through the podcharging port.

In an alternative embodiment, vertical supports 2505 that allow thecarriage to have a latching interface below the level of the rails arenot implemented, and the trolley frame is much the same as theintelligent chassis, described above, that navigates on surface streetsand roadways. In this implementation the wheels are like the smartchassis wheels, and ride in u-shaped rails. In one implementation thetrolley that rides on the elevated rails and the smart chassis thatcarries pods, latching to a lowermost interface of a pod, may be thesame apparatus, the difference being that the apparatus that does doubleduty has a latching interface both above and below.

Given the descriptions of trolley 2317 referencing FIGS. 25 through 29,an important aspect not discussed above is the overall weight of atrolley. The inventor desires that trolley weight be kept to a minimum,as long as integrity is not compromised. This is accomplished byselection of strong, yet lightweight materials for the trolley, and bydesign to minimize size and weight of structural elements. A lightertrolley will consume less power to drive and may allow a wider spacingof support structures as well.

In addition to the need to keep the trolley weight at a minimum,consistent with strength, reliability and safety concerns, there is alsoa need to keep weight of the rail sets at a minimum as well. Heavierrails would require additional effort to erect and would also requirelarger and heavier supports. Weight may be addressed for the rails byselection of materials, and sizes, including composite materials.

In some circumstances a trolley may require charging when it is notconnected to a pod. Port 2901 enables charging of the trolley from oneside of the trolley similar to location of the charge port on the pod.Therefore, similar charging equipment used for pod charging may also beused for trolley charging. There may be separate dedicated charging baysfor pods, smart ground chassis, drones, and trolleys. There may also bea charging station or stations that might accommodate the dronetransport, ground transport, and rail transport systems.

FIG. 30 is a perspective view of trolley/pod units passing a chargingstation for pod charging according to an embodiment of the invention. Inone embodiment of the invention a trolley derives power from a podbattery through the connected pod 2318 architecture and trolley latchinghardware. In one embodiment, trolleys 2317 also have batteries that maybe charged when connecting to a charged pod. In such an implementation,the trolley is brought up to a full charge every time it is connected toa pod having a fully charged battery or even one that is partiallycharged. This assumes that the pod battery has more capacity then thetrolley battery. Trolley routes between expected pod connections may bemanaged by the transport controller not to exceed the power capacity ofthe trolley battery relative to travel distance on the rail system.

Charging unit 3001 may be analogous in description to charging unit 2201of FIG. 20, described in enabling detail above. Rail set 2315 a may beconstructed to descend from a main travel height supported by tower,down along a prescribed grade into a single-story building hosting atrolley/pod charging station of charging bays. Trolleys 2317 may entersuch a station on rails carrying pods 2318 near to, but just aboveground level so that pod charger 3001 has access to the pod charge portsvia a at least one charging cable 3002 adapted to connect to a podcharge port in an automated fashion.

Charge cable 3002 extending from charge unit 3001 may be analogous tocable 2103 of FIG. 20 in description. In this implementation thetrolleys may negotiate speed reduction while entering a charging stationand sensors on the trolley may detect specific rail markers for pausingor moving very slowly while a cable is connected. In a preferredembodiment charging is very quick. In one embodiment, charging unit 3001includes at least a charge meter to determine the existing charge stateof the battery before charging and the full charge state of the batteryduring charge.

The pods, carried by trolleys on rails may be presented to, andprocessed by, charging stations in much the same manner as describedabove for pods charged on smart carriers, described above with referenceto FIGS. 20 and 21.

A metering component (not illustrated) may also identify a defective orweak battery (one that does not hold a charge). A charge capability testmight be undertaken during charging attempt of a pod battery whereby ifa defective battery is identified, the trolley may be instructed toanother part of the building to swap out the pod. If the pod is a parcelpod the parcels will require unloading and reloading into the new pod.

Supports for rail sets have been described above as towers 2314,structured much like cell towers, but it was also described that thesupports might take a number of other shapes and structure. In one suchalternative the support for the rail set may be central pole, much aswas described for charging stations in U.S. Ser. No. 15/260,670, forwhich priority is claimed above. In an embodiment wherein the supportsare poles, the rail sets may be depended from horizontal structuressupported by the pole. Further, the pole may be connected to power forcharging, and at different levels charging of drones, trolleys, pods,and smart chassis may be implemented from the pole structures used assupport for rail sets, in any and all of the various ways described inenabling detail in this specification, and in parent cases to which thisspecification claims priority.

FIG. 31 is an elevation view of a pole 3100 as a support for a railsystem. In this example, pole 3100 supports, on a structure 3104, a setof rails upon which a trolley 3105 travels with wheels engaged in theu-shaped rails. Trolley 3105 carries a pod 3106 capable of carryingpassengers or parcels. Pole 3100 also is a part of charging apparatusfor charging trollies, drones, pods and ground-traveling smart chassis.

Power for various charging apparatus and systems may be from the generalgrid, or may have a local battery system 3101, that may be charged bysolar panels 3102 and/or wind system 3103. In one circumstance a pod3106 carried by trolley 3105 may pass over a charge pad 3109, and thepod battery may be charged by a receiver pad 3107 in the pod passingover charging pad 3109, supported by structure 3108.

In another circumstance, a drone 3112 may have batteries charged bypassing in proximity of a charge rail 3111 supported on structure 3110.Control circuitry, not shown, is operable to signal and control thepassage of the drone.

In yet another circumstance, a charging station 3114 is provided nearerground level with cables 3115 for connecting to a charging port of apassing pod 3106 carried on a smart chassis 3113. In each instancedescribed with respect to FIG. 31 details of apparatus and method may beany described above and in parent application to which priority isclaimed above.

In one embodiment, a floor lift may be provided that is hydraulicallyoperated to lift a smart ground chassis up to auto connect to a pod thatis connected to a trolley. The platform may have alignment and orposition-relative indicia that is detectable by sensors operating on theground chassis. Such indicia may be a mark, a stamp, a notch or otherindicia that may be detected by sensor. The indicia might also be achipped device capable of communicating with the trolley sensor or areadable bar code. The trolley may also position itself according toindicia on the rail above the floor lift.

The floor lift may be considered a “transport exchange platform” fromtrolley to ground chassis or from ground chassis to trolley. SW on thetrolley may detect when a ground chassis is connected and then mayauthorize and initiate trolley release. The platform may then lower backto ground level with the pod connected to a ground chassis that may thendrive the pod out of the station to another destination. A groundchassis may detect connection to a trolley and then may authorize andinitiate ground chassis release. Then the platform may lower, and thechassis may drive off to another destination.

One with skill in the art of autonomous transport methodology willappreciate that rail transport of passenger and parcel pods may beintegrated with drone transport and ground transport systems where thepod is interchangeable among all of the transport modes. One with skillin the art will also appreciate that, of the available modes of travel,one mode will not conflict or interfere with another mode.

Exchange Stations

The inventor provides a unique functional exchange station that maysupport at least three disparate modes of transportation and providespassenger and parcel processing services including vehicle charging andinternal traffic management with respect to each of the supportedtransportation modes.

FIG. 32 is an overhead cut-away view of an exchange station 3200supporting at least three modes of transportation according to anembodiment of the present invention. Exchange station 3200 may be a onestory physical structure and may be constructed of any suitablematerial. Exchange station 3200 may include multiple dedicated servicebays that may take a portion of the floor space of exchange station 3200leaving a sufficient portion of floor space for travel within thebuilding. Exchange station 3200 may include multiple dedicated arrivalbays and departure bays, each arrival or departure bay dedicated to oneof the at least three modes of transport. It is noted that exchangestation 3200 may be replicated and strategically distributed within atransportation network to function as stations where passengers maystop, board, disembark, exchange transport modes, and so on.

Exchange station 3200 has a passenger check in/check out lobby 3202.Lobby 3202 has an entrance way and an exit way for passengers on foot.In one embodiment, facilities are provided for passengers to purchasetickets, check luggage or parcels, and so on. In one embodiment,passenger lobby 3202 has one entrance/exit way enabling passengers toenter exchange station 3200 or to exit the exchange station on foot.Passengers may also enter exchange station 3200 using a pod car entrance3214. Pod car entrance 3214 allows autonomously driven pods connected towheeled smart chassis to enter the exchange station. In this descriptiona pod carried on a smart chassis may be termed a Pod Car. Pod carsentering entrance 3214 may include passenger pods, parcel pods or podscarrying both passengers and parcels that may be entering the exchangestations for various reasons.

Exchange station 3200 includes at least one drone arrival bay 3210.Drone arrival bay 3210 may include an opening to the outside ofsufficient dimensional proportions to enable a drone carrying a pod ormultiple pods, for example, a four-pod drone, to arrive, rotateaccordingly, and fly into the building in a non-obstructed and safemanner. The opening in drone arrival bay 3210 may be constrained to theupper portion of the building or above perhaps 6 meters in a12-meter-high building. Exchange station 3200 also includes a dronedeparture bay 3211, which may include an opening to the outside ofsufficient dimensional proportions to enable a drone carrying a pod ormultiple pods, for example, a four-pod drone to fly out of the buildingin a non-obstructed and safe manner.

Exchange station 3200 includes a transportation controller room 3217provided on the rooftop of exchange station 3200 but could be elsewhere.Controller room 3200 is responsible for monitoring and managing localtraffic for the at least three modes of transportation supported by theexchange station. Controller room 3217 may be a manned control room withaccess to control of outside traffic within a wireless perimeter ofreach of the exchange station, and of indoor traffic and exchangeservices occurring within exchange station 3200 and may in oneembodiment have large windows or glass walls to enable controllers tosee traffic readily. Exchange station 3200 may be one of multiple suchstations in a larger region covered by a transportation network.

Exchange station bays may be strategically designed and constructed withentrance and exit ways to adjacent service bays, thereby supporting alogical train of processing for both passengers and parceltransportation. In this embodiment, passenger check in/check out bay3200 is adjacent to a security/luggage bay 3203. Passengers may entersecurity luggage bay 3203 to be cleared for travel if departing theexchange station using one of the supported transportation modes.

Passengers may enter security/luggage bay 3203 from a passenger loadingunloading bay 3205 if exchange station 3205 is their final destination.In one embodiment a passenger may claim luggage that may have beentransported in a parcel pod and has arrived preferably ahead of or atthe time of arrival of the passenger. Passengers entering the exchangestation on foot and cleared for security in security/luggage bay 3203may proceed into passenger loading/unloading bay 3205 to board a pod fordeparting under one of the modes of transport. In this embodiment, apassenger services bay 3204 is provided adjacent to security luggage bay3203. Passengers on foot in security/luggage bay 3203 may enter apassenger services bay 3204, more fully described below, and return toboard or exit exchange station 3200.

A passenger entering loading/unloading bay 3205 may board a pod of afully-charged pod car which may then navigate to an adjacentconnect/release bay for drones or trolleys. If the passenger or parcelpod is departing by drone, then the pod car carrying the passenger mayenter a drone connect/release bay 3207 for connecting securely to afully charged drone and releasing the smart chassis. The drone maydepart drone connect/release bay through a dedicated fly way into thelarger airspace of the exchange station and through the drone departurebay 3211.

A passenger may board a pod in passenger loading/unloading bay 3205 andproceed into an adjacent trolley connect/release bay 3206. Trolleyconnect/release bay 3206 may include supported trolley rails that mayextend into exchange station 3200 through passenger loading/unloadingbay 3205 and through trolley/pod charging bay 3208 and back aroundthrough the exchange station open space to a trolley arrival bay 3212.Mechanical apparatus may be provided within trolley connect/release bay3206 to engage a passenger or parcel pod onto a trolley supported ontrolley rails for departure out of trolley connect/release bay 3206 andout of exchange station 3200 through a trolley departure bay 3213. Moredetail about trolley connect/disconnect apparatus is provided later inthis specification.

Exchange station 3200 includes a parcel bay 3216. Parcel bay 3216 is anarrival/departure bay for pods carrying parcels. Incoming parcels may beloaded onto waiting pod cars. Fully loaded pod cars may then drive outof pad car exit bay 3215, or into either drone connect/release bay 3207or trolley connect/release bay 3206 for departure. Parcel pods broughtinto exchange station via drone or trolley may be released in theappropriate bays and may then proceed on chassis to parcel bay 3216 forunloading of parcels.

Exact paths for drones and pod cars within exchange station 3200 mayvary considerably according to the exchange station tasks underdesignation. For example, a drone carrying a pod with a passenger mayfly from arrival bay 3210 through the exchange station air spacedirectly to drone connect/release bay 3207. A bare drone (not carrying apod) may arrive and fly from arrival bay 3210 directly to drone chargingbay 3209 for battery charge, and then proceed into drone connect/releasebay to pick up a parcel pod or passenger pod and depart the exchangestation through drone departure bay 3211.

In this embodiment, it is assumed that all pods not connected to a droneor to a trolley within exchange station 3200 are carried by a smartchassis. The only exception might be when an empty pod is being servicedor stored. When a smart chassis is released during pod connection to adrone in drone connect/release bay 3207 or to a trolley in trolleyconnect/release bay 3206, the chassis may navigate to a position toaccept a different pod being released in drone connect/release bay 3207or in trolley connect/release bay 3206. A pod car with passenger mayproceed to unload in passenger loading/unloading bay 3205 and thenproceed directly to charge in trolley/pod charging bay 3208. There maybe separate storage areas for smart chassis, drones and trolleys whennot in use, or out of service for maintenance or repair, etc. In oneembodiment, parcel pod services may be segregated from passengerservices by having separate bays for drone or trolley connect/releaseservices.

In one embodiment of the invention, exchange station 3200 may be a pointwhere a passenger may switch modes of transportation. For example, apassenger may arrive via drone and be released onto a smart chassis indrone connect release bay 3207, wherein the smart chassis navigates totrolley connect/release bay 3206 with the passenger. In a variation ofthis circumstance, the passenger may unload from the pod and engage inpassenger services for a period before departing by the second mode oftransportation.

Exchange station 3200 may be provided as a multiple-floor buildingwithout departing from the spirit and scope of the present invention.Bays may be duplicated and repeated on different floors. Parcel and podcar elevators may also be provided to navigate vertically in amultiple-floor building. In one embodiment, pod cars and smart chassismay navigate between floors in a multiple-floor exchange station viaramps similar to multistory car garages. A single floor exchange stationbuilding may be about 12 meters high from ground to ceiling. Byseparating services to multiple floors of an exchange tower, the footprint on the ground may be reduced. Therefore, it is logical to assumethat exchange stations in congested urban areas may be towers ratherthan single story buildings.

FIG. 33 is a diagram 3300 depicting height constraint for the at leastthree modes of transportation supported within exchange station 3200 ofFIG. 32. Ground-to-ceiling height is approximately 12 meters representedby block 3301. Controller room block 3302 represents controller room3217 of FIG. 32. Overall height from ground to the top of the controllerroom may be approximately 14 meters.

Block 3303 represents a drone arrival or departure bay analogous to bay3210 or bay 3211. A drone-pod combination 3307 is depicted at a heightof about 10 meters to enter bay 3303. This combination is termed in thisspecification a drone pod. Drone pod 3307 may enter through the openinginto the building and may descend about 3 meters to just above 6 metersor so for regular level flight within the exchange station. A drone mayonly descend to charge or to pick up or drop off a pod. The heightconstraint on inside-building flight of a drone may ensure unfetteredtravel of the other modes of transport.

A trolley rail set 3305 may enter and or exit through a trolleyarrival/departure bay 3304 analogous to trolley arrival bay 3212 ortrolley departure bay 3213. Rail set 3305 may be constrained to a leveltravel height within the exchange station to about 4 meters off groundlevel. Rail set 3305 may be supported off ground via pillar supports3306. Rail sets 3305 may include a ramp leading out of the building to ahigher-level travel path for trolley cars 3308 outside of the exchangestation. By “trolley car” is meant a trolley on rails, attached to andcarrying a passenger or parcel pod. Constraining the rail set toapproximately 4 meters off ground level ensures that the trolleytransportation mode will not conflict with the drone mode or pod carmode.

The ground floor in this example is reserved for pod cars 3309. Eachmode of transport is autonomous, and the trolley mode includes anadditional constraint that limits travel to the trolley rails. Transportthrough exchange station 3200 of FIG. 32 may depend in part oninstructions for navigation and on electronic systems that may beprovided and employed within the station. For example, a trolley mayrecognize markings, or other indicia on the trolley rails and may alignwith such markings to connect to pods and to release pods, to acceptcharging, or to wait a period for a trolley ahead to gain some distancebefore departing. Drones may recognize charger pads and may observe avisible signal to maintain a hover pattern until cleared for landing ona charger pad by a different color or intensity of light.

Drones may also be equipped with collision-avoidance software enablingthe drones to recognize other drones and other physical objects to beavoided. Pod cars 3309 may recognize lines in the floor, roadways, orother indicia to align with charging utilities and for connection to adrone or trolley. Exchange station 3200 passenger services may alsoinclude hotel rooms, conference rooms, restaurants, bathrooms, giftshops, and entertainment venues without departing from the spirit andscope of the present invention. Controller room 3302 may manage theintensity of the traffic arriving to and departing from an exchangestation like station 3200 of FIG. 2. Issues such as low or high trafficstates may be shared by a controller in an exchange station with acontroller at a next exchange station and so on over a high-speedcommunications network.

In one embodiment passengers may load into pods while the pods are beingcharged in a same bay without departing from the spirit and scope of theinvention. Such bays may be designed for single-pod pod cars andmultiple-pod pod cars. In this embodiment charging is performed orconfirmed before passenger loading, so passengers are not inconveniencedin a charging line. It may also be noted herein that a trolley may becharged on a special charge rail section maintained just outside of theexchange station building structure. Moreover, the electrical systems ofeach transportation component of the transportation system integrateupon connection to form a single electrical system for a pod car, a poddrone or a pod trolley.

It is possible to charge both a trolley and pod or a drone and pod, or asmart chassis and pod through a single charge port, because whilecharging the pod battery, the battery of the carrier is also charged.For multiple pods connected to one chassis, one trolley, or one drone, acharge line may be required for each pod port. In one embodiment a dronecharging bay may be provided directly on the rooftop of the exchangestation as opposed to a bay located inside the building. FIG. 32 andFIG. 33 depict exchange station 3200 as a single-story building withsufficient area and volume to provide the multiple facility bays andample service and transportation space for the at least three main modesof transportation supported.

An exchange station may be provided in a hub location of a transportsystem that comprises two or more buildings, the buildings co-located ona single exchange campus. In such a circumstance, there may be separatebuildings for embarking and disembarking such as a building for pod carloading and unloading (passengers/parcels), a building for trolleyexchange, and a building for drone exchange. Passengers on foot mayenter the pod car loading and unloading facility through check in andsecurity and the pod cars may drive them to another adjacent buildingfor drone or trolley connection. An exchange station facility may bepowered by a mixture of an electric grid and solar and wind farmfacilities without departing from the spirit and scope of the invention.FIG. 34 is an overhead cut-away view of security bay 3203 and passengerbay 3205 according to an embodiment of the present invention. In oneembodiment, passengers 3407 may board and disembark pod cars inpassenger loading and unloading bay 3205. Pod cars 3309 (pods connectedto smart chassis) are self-navigating and may drive into bay 3205 froman adjacent charging bay, like trolley/pod charging bay 3208 of FIG. 32and may stop for a passenger waiting to board. The pod cars withpassengers may then drive into an adjacent drone connect/release bay orinto an adjacent trolley connect/release bay to exchange transport modebefore departing the exchange station for a next destination. Likewise,pod cars with passengers may drive into bay 3205 from an adjacentconnect/release bay for drone or trolley and may stop for passengers toleave the pod cars and then may self-navigate into the charging bay.

Passengers may enter security/luggage bay 3203 from a passenger checkin/out bay like bay 3202 of FIG. 32. A security checkpoint 3401 may beprovided with human or automated attendants 3402. Security checkpoint3401 may verify identity, screen for metal implements including weapons,and so on. Security luggage bay 3203 may include luggage conveyors 3403and 3404 with luggage screening machines 3405 and 3406 for screeningluggage or parcels. Passengers 3407 in security/luggage bay 3203 areassumed to be on foot. All pods in passenger loading/unloading bay 3205are assumed connected to a smart chassis until exchanging for drone ortrolley connection at which time the ground chassis may be released andmay self-navigate to another location, such as a charging bay or anappropriate connect/release bay.

In addition to security screening for new passengers coming into theexchange station before entering a passenger pod, which may then bejoined to a bare drone or a trolley to be transported out of theexchange station and to a remote location, in some embodiments securityprotocol is accomplished for passengers and parcels entering theexchange station from remote locations in pods carried by any one of theforms of transport. This protocol, in one embodiment, may be implementedat points in the exchange station where passengers or parcels enter atransfer path after the pod disengages from the carrier. The passengermay at that point pass through a quick scanner while remaining in thepod, without the pod slowing or stopping.

In many embodiments this incoming security layer is not implemented, asit may be assumed that passengers and parcels entering one exchangestation in a pod, likely entered that pod at another exchange station inthe broader system, where entering security protocol was accomplished.An analogy is the airline security system, wherein passengers enteringsecure areas are carefully screened, but at the other end of a flight,passengers may exit a security area without further screening.

In this example, only single pod cars 3309 are depicted in passengerloading/unloading bay 3205. In one embodiment, pod cars may comprisemultiple pods connected to one longer smart chassis, such as a four-podchassis. This extends to four pod drones and four pod trolleys asdescribed further above. Single pod cars and multiple pod cars may sharethe same facilities or may have separate dedicated facilities. In oneembodiment, a passenger entering on foot into passenger loadingunloading bay 3205 requires two pods, one passenger pod and one to carryluggage parcels.

In one embodiment, parcel pods with no accompanying passengers may usethe same facilities or bays as passenger pods without interfering withtraffic or normal operations within the exchange station. Referring backto FIG. 32, smart chassis without a mounted pod may self-navigate toparcel bay 3216 for parcel loading and unloading. A passenger or groupof passengers may also commandeer a pod car or a multiple pod car andload it with items like luggage inside passenger loading and unloadingbay 3205. Such requirements may be disclosed when passengers check in sothat the itinerary may be uploaded and communicated to the required podcars. Travel itineraries may be transferred automatically when a pod isexchanged between two modes of transport, such as from smart chassis todrone. Drone flight paths and routes between exchange stations may beprovided by controller instruction pertinent to the passenger or shipperitineraries disclosed during check in.

FIG. 35A is an elevation cut-away view of trolley connect-release bay3206 of FIG. 32 illustrating a trolley connect operation. Trolleyconnect/release bay 3206 in this example includes a ramp 3503 and ahydraulic lift platform 3505. A set of trolley rails 3501 extendsthrough the bay and is centered over the ramp and lift platform. Podcars 3309 with passengers may drive up ramp 3503 and onto platform 3505.

Platform 3505 may include a line marking, or other indicia that pod cars3309 may interpret and use to position for trolley connection. A trolley3502 may advance on rails 3501 to a marked position just over platform3505 to align with the chassis position. It is noted herein that atrolley 3502 may be given travel instruction and itinerary beforeconnecting to an assigned passenger pod for travel by rail out of theexchange station. In another embodiment, the pod transfers the itineraryto the trolley after coupling.

Platform 3505 may be a hydraulic platform operated by a hydrauliccylinder 3506 mounted beneath the platform on a stable surface 3504.When recessed, platform 3505 has a top surface that is flush with thetop of ramp 3503 so a pod car 3309 may drive up and on to it. Once a podcar 3309 and a trolley 3502 are in sufficient alignment for connection,the ramp may be hydraulically lifted to cause the top connectorapparatus of the pod to engage with compatible apparatus on the trolleyframe resulting in a pod-to-trolley coupling that includes bridging ofthe power and electronic systems of each device.

A pod may send a release instruction or signal to the smart chassis tocause the chassis to uncouple from the base of the pod upon successfulcoupling to the trolley, confirmed by the trolley. The actual heightrange in platform 3505 for connecting the pod to the trolley may besmall such as 15 cm. or so. Trolley cars 3308 carry the passenger podsout of bay 3206 and eventually out of exchange station 3200 of FIG. 32for travel to another destination. Smart chassis 3510 without a mountedpod may drive off platform 3505 and down ramp 3503 on the other side ofthe platform. The smart chassis may proceed to a point for receivinganother pod from drone or trolley or may navigate to another destinationif required such as one dedicated to inspection, repair, charging, orstorage.

In one embodiment, platform 3505 may be sufficiently large across thetop surface to accept a four-pod pod car for connection to a four-podtrolley. In this example, pod cars drive into bay 3206 from passengerloading and unloading bay 3205 immediately adjacent to trolleyconnect/release bay 3206. Trolley cars leaving bay 3206 are departingthe exchange station and will travel by rail to another station onroute. Trolleys 3502 arriving to the connection platform may includetrolleys that have dropped off pods in the same bay and may loop aroundon rails to be immediately available for picking up pods. Trolleys maybe charged when connected to a pod and therefore may not requireindividual charging while not connected to a pod. In one embodiment,trolleys may be charged separately or while connected to a pod by aspecial section of rail outside of or inside of exchange station 3200FIG. 32.

FIG. 35B is an elevation cut-away view of the trolley connect-releasebay of FIG. 32 illustrating a trolley release operation. In this view,trolley cars 3308 are arriving into trolley connect/release bay 3206 onrails 3501 to drop off pods. Therefore, two sets of rails, one arrivingand one departing may be provided and supported within bay 3206. Aseparate ramp 3503 and platform 3505 and associated equipment may beprovided, such as on another side of the bay for passengers beingdropped from the trolleys. The rail set leading into trolleyconnect/release bay 3206 may enter the exchange station 3200 of FIG. 32through the trolley arrival bay 3212 of FIG. 32 and through the openarea of the station to the bay entrance. Rails 3501 may include a crossloop connecting parallel rail sets 3501 together, so that trolleys 3502may loop over or around to pick up a pod after dropping off a pod.Likewise, smart chassis 3510 may self-navigate around to an arrival ramp3503 to accept a pod after being released from a pod that was departingon rails 3501.

In another embodiment there may be only one ramp 3503 and platform 3505and one set of rails 3501 whereby all connect-and-release operations areperformed with the trolley cars moving in a same direction withoutdeparting from the spirit and scope of the present invention. Ramp 3503may be a pyramidal structure as described with platform 3505 functioningas the top horizontal surface of the structure. Platform 3505 may takeup a footprint large enough to connect a four-pod pod car to a four-podtrolley. Trolley 3502 may electronically confirm a successful couplingwith a pod, and the signal may be transferred through the pod to thesmart chassis 3510 prompting the chassis to release coupling to the pod,enabling the trolley to begin rail travel and the just-released smartchassis to drive off the platform and circle around to pick up a podarriving by rail into the exchange station.

FIG. 36A is an elevation cut-away view of drone connect-release bay 3207of FIG. 32 depicting a drone connect operation. Drone connect/releasebay 3207 may be provided adjacent to passenger loading and unloading bay3205. Bare drones 3601 may enter bay 3207 from an adjacent charging baylike drone charging bay 3209 of FIG. 32. Pod cars 3309 may enter droneconnect/release bay 3207 from passenger loading/unloading bay 3205. Baredrones 3601, without a pod are self-navigating and may hover generallyabove entering pod cars at a height that does not interfere with pod carmovement (generally 4 meters or so off ground level).

Drone connect/release bay 3207 includes a designated coupling pad orfootprint 3602. Footprint 3602 may be a marked area where pod cars 3309drive to be coupled with a drone for travel out of the exchange stationto another destination. Footprint 3602 may be considered aconnect/release zone within bay 3207. A bare drone 3601 may have anoptical coupling system installed that may enable a drone to couple to apod car regardless of pod car orientation within the bay. However, anorderly pick up and departure routine may be practiced maintaining arelatively non-congested air space for drone pods 3307 to exit bay 3207and eventually fly out of a drone departure bay such as bay 3211 ofexchange station 3200 of FIG. 2. Bare drones 3601 may be notified andassigned to a pod car 3309 before drone coupling and chassis releaseoperations. An optical system on each drone enables the drones to followassigned pod cars.

As soon as a pod car 3309 enters zone 3602 and stops, a following baredrone 3601 may descend over the pod car and couple to the pod car. Assoon as coupling is successful, the electrical systems of the drone andpod are bridged. Bare drone 3601 may report a successful couplingthrough the pod to the coupled smart chassis 3510, causing the smartchassis to release coupling from the pod. Drone pods 3307 may fly out ofbay 3207, through the local airspace of exchange station 3200, and outthrough drone departure bay 3211 of FIG. 32. Smart chassis 3510 maydrive off connect/release zone 3602 immediately after release from a podcoupled to a drone and may circle around within the bay to another pointwithin the bay to accept a pod arriving by drone.

FIG. 36B is an elevation cut-away view of drone connect-release bay 3207of FIG. 32 depicting a drone release operation. Drones carrying pods3307 may fly into exchange station 3200 of FIG. 32 through drone arrivalbay 3210 and may enter bay 3207 at a minimum height of about 3 to 4meters. In one embodiment, the bay ceiling is approximately 12 to 14meters high. In another embodiment, the ceiling of drone connect/releasebay 3207 has an opening provided therethrough of sufficient dimensioningto enable drone cars to descend and depart through the opening. In thisview drone pods 3307 arriving from a remote destination enter bay 3207to release pods onto smart ground chassis 3510. This may be accomplishedon a designated footprint like zone 3602. Connect release zone 3602 maybe two separate zones or the same zone. Smart chassis 3510 may driveonto connect release zone 3602 and may align to positional indicia inone embodiment. Drone pods 3307 may be individually signaled to descendonto zone 3602 in the direction of the arrows and couple to smartchassis 3510 creating pod cars 3309. Smart chassis 3510 may providereporting of a successful coupling. Such reporting may be transferredthrough the pod into the drone, prompting the drone to execute a releasecommand to decouple the drone from the pod. It may be noted herein thatdrones releasing pods may ascend back to minimum height and fly into anadjacent drone charging bay like bay 3209. Once charged, they may returnto pick up pods for departure.

In one embodiment, drones may rely on pod batteries for maintaining afull charge of the drone battery. Therefore, if a pod is fully charged,the drone carrying it is also fully charged once the drone decouplesfrom the pod, and the drone may hover for some period before it musteither charge or couple to another charged pod. A larger drone such as afour-pod drone may rely on all four pod batteries for its power. In thisembodiment every pod has an electrical bridge to the drone electricalsystem. A power distribution routine may enable the drone to derivepower equally from each of the pods it is carrying, so that no podbatteries are depleted completely while in flight.

In one embodiment, a signaling system using light emitting diodes(LEDs), a signal flashing language, or other optical signaling might beprovided to regulate the frequency of arrival and departure into droneconnect/release bay 3207 and for descending and coupling to a pod andlifting off. Such a system may help to alleviate congested air space. Inone embodiment, a space may be provided for arriving drones to park andpower down while waiting for earlier arrivals to decouple from the pods.Pod cars 3309 resulting from drone decoupling onto smart chassis maytravel out of drone connect/release bay 3207 into the adjacent passengerloading/unloading bay 3205 of FIG. 32.

FIG. 37 is an exemplary overhead cut-away view of drone charger bay 3209of FIG. 32. Drone charging bay 3209 may contain a plurality of dronecharging platforms 3701 distributed perhaps evenly over the floor spaceof the bay. Each charging platform includes charge posts that may fitinto charge ports underneath each drone propeller and motor. In oneembodiment, bare drones 3601 that are not pod coupled may fly intocharging bay 3209 and may observe optical signaling that may controltheir flight behavior while inside the bay. Bare drones 3601 may besignaled to descend over an available charge platform 3701. A bare drone3601 may align itself to the charge posts of platform 3701 by utilizingoptical proximity sensors and may power off for charging while connectedto platform 3701 for a period of charging.

When a bare drone 3601 is fully charged, it may power up and lift offcharging platform 3701 and my fly out of drone charging bay 3209 to pickup a pod in drone connect release bay 3207. Drones 3601 may fly intocharging bay 3209 from drone connect/release bay 3207 after releasing apod to a smart chassis, to charge up to full capacity. An opticalsignaling system may be provided to signal when a drone that hascompleted charging may lift off and fly out of the charging bay. Such asystem may provide traffic management for flying drones within the bay.After charging drones 3601 may fly out of bay 3209 into adjacent droneconnect/release bay 3207 to pick up a pod and depart the exchangestation through the airspace in the building and out of a dronedeparture bay 3211 of FIG. 32.

Bare drones that are not pod connected may also arrive at drone chargingbay 3209 from a remote location having come into the exchange stationbare through drone arrival bay 3212 of FIG. 32 for charging before podcoupling. It may be noted herein that a drone may bridge electronicsystems with a pod upon coupling to the pod and may charge itself fromthe pod battery and may not need regular charging to carry pods fromstation to another station. However, drones may have other duties thatrequire long flight periods while not pod-connected. Such drones may beassigned to provide traffic flow monitoring relative to the at leastthree modes of main transport. Drones 3601 may also be fitted withdiagnostic apparatus that may be used to detect problems in trolleyrails, towers, or in other structure relative to the entiretransportation system.

In general, a bare drone 3601 entering charging bay 3209 may berestricted to hover at a minimum height, perhaps 3 to 4 meters beforebeing signaled to land on a designated charging platform 3701. Suchsignaling prevents more than one drone from attempting to land on a sameplatform. Such signaling also ensures that each signaled drone has theairspace and time to execute the descent maneuver. Likewise, bare drones3601 perched on charging platforms 3701 may be restricted to wait on therespective charging platform 3701 until a signal that is optically orotherwise electronically received by the bare drone gives the bare dronepermission to power up, lift off the platform and fly out of thecharging bay.

In this embodiment, drone charging bay 3209 is immediately adjacent todrone connect/release bay 3207 of exchange station 3200 of FIG. 32. Inanother embodiment, drone charging bay 3209 may be implemented on therooftop of the building or if the building has multiple floors, a floorcould be dedicated for drone charging and drone connect and releaseoperations relative to pods. In one embodiment, larger drones capable ofcarrying four or more pods and like charging platforms that fit them maybe integrated into the same charging bay with small drones designed tocarry a single pod and like charging platforms that accommodate them.

Drones may also be charged by apparatus and with methods described inU.S. Pat. No. 9,937,808, the disclosure of which is referenced above inthe Cross-Reference.

FIG. 38 is an elevation cut-away view of trolley/pod charging bay 3208of FIG. 32. Trolley/pod charging bay 3208 is immediately adjacent topassenger loading/unloading bay 3205 and situated in line with trolleyconnect/release bay 3206. Therefore, trolley rails 3501 are supported ata minimum elevation such as 4 meters above ground level in each of thesebays. Rail support pillars 3801 may be provided that may include centralcauseways allowing trolleys with and without pods to travel through thesupport pillars and receive charging without obstruction.

In this embodiment, there are ground-based charging units 3802 providedto charge pod cars 3309. Pod cars 3309 may enter pod/trolley chargingbay 3208 from passenger loading/unloading bay 3205. A charge line orother indicia that may be detected by pod cars 3309 may be implementedat each ground charging unit 3802 such that self-navigating pod cars3309 may recognize the charging station and position themselves andregulate passing speed to receive a successful charge. Charging may bequickly implemented such that pod cars 3309 need not stop completely andwait for a charge. Charging may be completed in the time that the podcar passes by.

Trolleys may be charged separately from pod cars. To that end, chargingunits 3803 adapted to charge trolleys may be provided at the top of thetrolley platforms 3801. Charging units 3801 may engage trolleys 3501passing by slowly or positioned on rails 3501 for charging. In oneembodiment, rails at the charging units have indicia such as one or moremarks, notches, or other implements that are detectable to trolleys3501. Trolleys 3501 may detect a line, a marking, or other indicia andmay stop or reduce speed to a move for the time it takes to charge.Trolleys 3501 may loop back into the trolley connect/release bay aftercharging in charging bay 3208.

In one embodiment, trolleys connected to pods may arrive in exchangestation 3200 through trolley arrival bay 3212 and may enter trolley/podcharging bay 3208 and receive pod charge and trolley charge on the railsbefore passenger or parcel unloading. A trolley 3501 designated to pickup a pod with passenger(s) or a pod with parcels may be assumed fullycharged if that trolley has just released a charged pod because thetrolley may derive power and charge from the pod to which it is coupled.Each component that includes a battery may be enabled to report itscurrent state of charge so that the transportation controller mayintervene and divert a pod car, a trolley pod, or a drone pod to anearest charging station at any time.

One with skill in the art of construction may appreciate that thefunctions provided through exchange station 3200 may also be distributedto designated floors of a multiple storied exchange station that may bein a denser urban area of the transportation system. One such exchangestation may include several stories where at least one service bay mayoccupy each floor of the station.

In this embodiment of an exchange tower, drones may be serviced nearerto the top floors while trolleys may be serviced at one or more of thecenter floors and pod cars may be serviced at the lower floors. In suchan architecture, pod cars may follow circular routes up from groundfloor to higher floors, such as to connect with a trolley or to connectwith a drone. Pod cars released on upper floors may navigate a circularpath down to lower floors. Elevators for both pod cars and passengers onfoot may also be provided for access to upper floors hosting servicebays.

In one embodiment of the invention the smart chassis described inseveral places above, might have engagement elements both above andbelow, and trolley rails may be fashioned such that the smart chassismay also serve as a trolley traveling on the trolley rails. As a smartchassis it may travel on surfaces in the exchange station and may alsobe used on the trolley rails as a smart trolley.

One with skill in the art of railing construction will appreciate thattrolley rails may enter a multiple storied exchange station at one floorand may occupy various routes inside the station and through certainservice bays and may exit the station at the same floor at a differentfloor of the multistory exchange station. Trolley rails may be ramped upor down in elevation and may contain sections where directional pathswitching may exist for physically turning trolleys off a main rail pathonto a side rail path or turning onto a main rail path from a side railpath. Side rail paths may be provided for servicing trolleys or couplingto and or releasing pods in an exchange bay like trolley connect/releasebay 3206.

It will also be apparent to one with skill in the art that provision ofample height (up to 12 meters) in an otherwise closed space enables allthree modes of transport to be supported within one building without anycross-interference between those modes of transportation. While amultistory exchange station may not require 12-meter ceilings to enabledrone and trolley use in a same space, these transport modes may beassigned different floors such that drone and trolley exchange servicesand travel into and out of the building for each transport mode is notobstructed or otherwise delayed. In a large region covered by thetransportation system of the invention, there may be several exchangestations, both single story and multistory. In one embodiment, a singlefloor exchange station may be provided as a group of separate buildingson an exchange campus without departing from the spirit and scope of thepresent invention.

In another implementation of exchange stations, a charging pole, asdescribed in enabling detail in application Ser. No. 15/260,670,referenced in the Cross-Reference above, may be provided at the exchangestation, in an area adjacent to the building structure, or on the roofof the building structure.

It will be apparent to the skilled person that the arrangement ofelements and functionality for the invention is described in differentembodiments in which each is exemplary of an implementation of theinvention. These exemplary descriptions do not preclude otherimplementations and use cases not described in detail. The elements andfunctions may vary, as there are a variety of ways the hardware may beimplemented and in which software may be provided within the scope ofthe invention. The invention is limited only by the breadth of theclaims below.

1. A passenger transport system, comprising: a pod adapted to carry oneor more passengers or articles and having a first attachment interface;a plurality of different sorts of transport vehicles, each adapted tocouple to the passenger pod by a second attachment interface of thetransport vehicle compatible with the first attachment interface of thepod; a first entry station adapted to load a passenger or articles intothe pod, the pod carried by a transport vehicle; a plurality of exchangepoints, each having apparatus adapted to manipulate the physicalinterfaces, demounting the pod from one transport vehicle and mountingthe pod to another transport vehicle; and a final destination stationadapted to unload the passenger or articles from the pod carried by thetransport vehicle; wherein the pod with a passenger or articles isloaded at the first entry station travels on transport vehicles betweenindividual ones of the exchange stations, until arriving at the finaldestination station where the passenger or the articles are unloaded,the passenger or articles remaining in the pod through all exchangesbetween transport vehicles.
 2. The system of claim 1 wherein thearticles comprise one or more of parcels or medical items or urgent mailor important light goods.
 3. The system of claim 1 further comprising arechargeable battery in the pod of a sufficient storage capacity topower each of the different sorts of transport vehicles individually,and further comprising electrical interfaces on the pod and thetransport vehicles, whereby the rechargeable battery in the pod isconnected to drive the transport vehicles.
 4. The system of claim 1wherein the different sorts of transport vehicles comprise one or moreof drones, surface transport vehicles, and rail transport vehicles. 5.The system of claim 1 further comprising charging stations adapted tocharge the batteries in pods.
 6. The system of claim 1 furthercomprising a control station adapted to program journeys for passengers,the journeys involving multiple exchanges of the pod at sequentialexchange points.